CN107176289B - Aircraft with a flight control device - Google Patents

Abstract

The invention discloses an aircraft which comprises a rack, a rotor wing assembly, an electric power storage assembly and a clamping assembly, wherein the rotor wing assembly, the electric power storage assembly and the clamping assembly are installed on the rack, the rotor wing assembly comprises a rotor wing and a motor electrically connected with the rotor wing, the electric power storage assembly is electrically connected with the motor, the clamping assembly is used for clamping a rod-shaped object so that the aircraft can stay in the air, and the rotor wing drives the motor to generate electricity under the action of wind power. The aircraft described above has a long dead time.

Description

Aircraft with a flight control device

Technical Field

The invention relates to the technical field of aircrafts, in particular to an aircraft.

Background

The existing electric rotor craft drives the rotor to rotate by depending on a battery, thereby flying freely within a certain space range. Due to the limited charge of the battery loaded on the aircraft, the endurance of the aircraft is poor, resulting in a short flight time of the aircraft.

Disclosure of Invention

The invention aims to provide an aircraft with longer dead time.

In order to achieve the above purpose, the embodiment of the invention adopts the following technical scheme:

the utility model provides an aircraft, includes the frame and installs rotor subassembly, electric power storage subassembly and centre gripping subassembly in the frame, the rotor subassembly includes rotor and electricity and connects the motor of rotor, the electric power storage subassembly electricity is connected the motor, the centre gripping subassembly is used for the centre gripping shaft shape thing, so that aircraft perches in the air, the rotor drives under the wind-force the motor electricity generation.

Wherein, the centre gripping subassembly includes connecting rod, clamping jaw support and two clamping jaws, the connecting rod is installed in the frame, the clamping jaw support is including relative two tip that set up and connection middle part between two tip, the middle part is connected to the one end of connecting rod, two clamping jaws rotate the connection respectively two tip make two clamping jaws can fold each other with the centre gripping shaft-like thing or open each other in order to relieve the shaft-like thing.

Wherein, connecting rod swing joint the frame is in order to oppose the frame removes, the first plane is located to the rotor, the activity plane of two clamping jaws be on a parallel with the first plane or with form the contained angle between the first plane, contained angle less than or equal to 45.

The aircraft further comprises a moving assembly arranged on the rack, the moving assembly comprises a gear and a motor used for driving the gear, a first tooth part is arranged on the outer side of the gear, a second tooth part is arranged on the outer wall of the connecting rod, and the second tooth part is meshed with the first tooth part.

The clamping jaw support is arranged on the frame, the connecting rod is arranged on the frame, and the limiting block is arranged at one end, far away from the clamping jaw support, of the connecting rod.

The aircraft further comprises an undercarriage, the undercarriage is fixed to the rack, and the undercarriage is V-shaped.

Each clamping jaw comprises a clamping end, a movable end and a connecting section, wherein the clamping end and the movable end are arranged oppositely, the connecting section is connected between the clamping end and the movable end, the connecting section is rotatably connected with the clamping jaw support, the movable end is close to the clamping jaw support, and the clamping end is far away from the clamping jaw support;

when the two movable ends are far away from each other, the two clamping ends are close to each other, and the two clamping jaws are closed to each other; when the two clamping ends are far away from each other, the two movable ends are close to each other, and the two clamping jaws are opened.

The clamping assembly further comprises two positioning assemblies, and the two positioning assemblies are connected between the two clamping jaws and the two end portions in a one-to-one correspondence manner;

each positioning assembly comprises a joint, a convex block and an elastic piece, the joint is fixed on the corresponding end part and is provided with a first groove and a second groove which are arranged at intervals and an arc-shaped surface connected between the first groove and the second groove, and the convex block is sleeved on the periphery of the connecting section and is elastically connected with the connecting section through the elastic piece;

when the lug is clamped into the first groove, the two clamping jaws are folded with each other, when the lug is clamped into the second groove, the two clamping jaws are opened with each other, and when the lug moves towards the arc surface from the first groove or the second groove, the deformation amount of the elastic piece is increased.

The clamping assembly further comprises two adsorption pieces, the two adsorption pieces are fixed on the two clamping ends respectively, and the two adsorption pieces are close to each other to enable the two clamping ends to adsorb each other.

The clamping assembly further comprises a first buckle and a second buckle, the first buckle is fixed at the middle part, and the second buckle is fixed at one end of the connecting rod;

the first buckle and the second buckle are buckled with each other to connect the connecting rod and the clamping jaw support, or the first buckle and the second buckle are separated from each other to disconnect the connecting rod and the clamping jaw support.

Compared with the prior art, the invention has the following beneficial effects:

the aircraft can stay in the air through the clamping assembly, then the engine mode of the motor is switched to the generator mode, the rotor wing rotates under the action of wind power to drive the motor to generate electricity, and the electric energy generated by the motor can be used for charging the electric storage assembly, so that the cruising ability of the aircraft is enhanced, and the dead time of the aircraft is longer.

Drawings

In order to more clearly illustrate the technical solution of the present invention, the drawings required to be used in the embodiments will be briefly described below, and obviously, the drawings in the following description are only schematic diagrams of some embodiments of the present invention, and other drawings can be obtained by those skilled in the art without creative efforts.

FIG. 1 is a front view of an aircraft provided by an embodiment of the present invention.

FIG. 2 is a top view of the aircraft shown in FIG. 1.

Fig. 3 is a left side view of the aircraft shown in fig. 1.

Fig. 4 is a schematic view of a first state of use of the aircraft shown in fig. 1.

Fig. 5 is a schematic view of a second state of use of the aircraft shown in fig. 1.

Fig. 6 is a schematic illustration three of the use state of the aircraft shown in fig. 1.

Fig. 7 is a diagram four of the state of use of the aircraft shown in fig. 1.

Fig. 8 is a schematic illustration of a fifth state of use of the aircraft shown in fig. 1.

Fig. 9 is a schematic illustration six of the use of the aircraft shown in fig. 1.

Fig. 10 is a diagram seven of the aircraft of fig. 1 in use.

FIG. 11 is a perspective view of one embodiment of the aircraft shown in FIG. 1.

Fig. 12 is a schematic view of a portion of the structure of the aircraft shown in fig. 11.

Fig. 13 is a schematic view of another use state of the structure shown in fig. 12.

Fig. 14 is an enlarged view of the structure at C in fig. 12.

Fig. 15 is an enlarged view of the structure at D in fig. 12.

Fig. 16 is an enlarged view of the structure at E in fig. 13.

Fig. 17 is an enlarged view of the structure at F in fig. 12.

Detailed Description

The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.

Furthermore, the following description of the various embodiments refers to the accompanying drawings, which illustrate specific embodiments in which the invention may be practiced. Directional phrases used in this disclosure, such as, for example, "upper," "lower," "front," "rear," "left," "right," "inner," "outer," "side," and the like, refer only to the orientation of the appended drawings and are, therefore, used herein for better and clearer illustration and understanding of the invention, and do not indicate or imply that the device or element so referred to must have a particular orientation, be constructed and operated in a particular orientation, and are therefore not to be considered limiting of the invention.

In the description of the present invention, it should be noted that, unless otherwise specifically stated or limited, the terms "mounted," "connected," and "disposed on … …" are to be construed broadly, e.g., as being fixedly connected, detachably connected, or integrally connected; may be a mechanical connection; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meanings of the above terms in the present invention can be understood in specific cases to those skilled in the art.

In addition, in the description of the present invention, "a plurality" means two or more unless otherwise specified. In the present specification, the term "step" is used to mean not only an independent step but also an independent step unless clearly distinguished from other steps, as long as the intended function of the step is achieved. In the present specification, the numerical range represented by "to" means a range including numerical values before and after "to" as a minimum value and a maximum value, respectively. In the drawings, elements having similar or identical structures are denoted by the same reference numerals.

Referring to fig. 1 to 10, an aircraft 100 according to an embodiment of the present invention includes a frame 1, and a rotor assembly 2, a power storage assembly 3, and a clamping assembly 4 mounted on the frame 1. Rotor assembly 2 includes rotor 21 and connects motor 22 of rotor 21 electrically. The electric storage module 3 is electrically connected to the motor 22. The clamping assembly 4 is used for clamping a rod-shaped object 5 so that the aircraft 100 can stay in the air, and the rotor 21 drives the motor 22 to generate electricity under the action of wind power.

Specifically, the electric machine 22 has two operating modes, a motor mode and an engine mode. When the aircraft 100 is in a flight state, the motor 22 drives the rotor 21 to rotate in a motor mode to generate lift force, and the motor 22 obtains electric energy from the electric storage component 3. When the aircraft 100 is in a perching state, the clamping assembly 4 clamps the rod-shaped object 5 to fix the aircraft 100 in the air, the rotor 21 drives the motor 22 in a generator mode under the action of wind power to generate power, and the electric energy generated by the motor 22 is stored in the power storage assembly 3.

In this embodiment, the aircraft 100 can be parked in the air by the clamping assembly 4, then the engine mode of the motor 22 is switched to the generator mode, the rotor 21 rotates under the action of wind force, so as to drive the motor 22 to generate electricity, and the electric energy generated by the motor 22 can be used for charging the electric storage assembly 3, so that the cruising ability of the aircraft 100 is enhanced, and the dead time of the aircraft 100 is longer.

It is understood that, since the aircraft 100 can be parked in the air, the aircraft 100 can directly select the appropriate shaft 5 for fixation when the power storage module 3 is short of power, then switch the motor 22 into the generator mode to charge the power storage module 3 in the air, and switch the motor 22 into the motor mode after the power storage module 3 is sufficient to directly continue flying in the air. As a result, the aircraft 100 does not need to be grounded for charging, and the aircraft 100 can remain airborne, further increasing the hang time of the aircraft 100. The shaft 5 may be a utility pole, trunk, or light pole, etc. The term "perched" means that the aircraft 100 is located at a distance from the ground such that the aircraft 100 is located in a windy environment.

In one embodiment, the electrical energy generated by the electrical machines 22 may simultaneously power additional functional devices (e.g., camera modules, communication modules, etc.) onboard the aircraft 100, such that the aircraft 100 may continue to operate while parked. The benefits of the continuous operation capability of the aircraft 100 are particularly evident in a variety of environments: for example, in emergency rescue and disaster relief, the perching state of the aircraft 100 can be utilized to perform real-time video transmission and mobile communication base station functions on the surrounding environment; during field operation, meteorological surveying, wind power monitoring, electric power overhaul and the like can be carried out by utilizing the perching state of the aircraft 100; in remote areas such as canyons and deserts where power is not available, a plurality of aircrafts 100 can be used simultaneously to realize cluster power generation through a cluster control technology, so that a small wind power station is built to realize small-range power supply.

Optionally, the number of the rotors 21 and the number of the motors 22 are multiple, and the multiple rotors 21 and the multiple motors 22 are arranged in a one-to-one correspondence manner, so that each motor 22 can drive the corresponding rotor 21 alone. For example, the number of the rotary wings 21 is four, and four rotary wings 21 are arranged in a crossing shape. A plurality of the motors 22 are each electrically connected to the power storage module 3. The motor 22 can be a permanent magnet brushless motor, and the input and output of the motor can be direct current. The rotor 21 is disposed on a first plane a, that is, the plurality of rotors 21 are disposed on the first plane a, and the air outlet direction of the rotor 21 is substantially perpendicular to the first plane a.

Optionally, the rack 1 includes a case 11 and a supporting frame 12 fixed around the top of the case 11. The rotor assembly 2 is secured to the support frame 12. The electricity storage module 3 is provided in the case 11. The clamping assembly 4 is installed on the case 11 and located below the supporting frame 12. The electricity storage module 3 includes a storage battery.

Optionally, the support frame 12 is provided with a plurality of flow channels 121, the plurality of rotors 21 are disposed in the plurality of flow channels 121 in a one-to-one correspondence manner, and an axial direction of the flow channels 121 is perpendicular to the first plane a, so that wind energy can be better utilized, energy consumption of the aircraft 100 is reduced, and a dead time of the aircraft 100 is further prolonged.

As an alternative embodiment, referring to fig. 1 to 13, the clamping assembly 4 includes a connecting rod 41, a clamping jaw support 42 and two clamping jaws 43. The connecting rod 41 is mounted on the housing 11 of the frame 1. The jaw support 42 comprises two end portions 421 arranged opposite to each other and a middle portion 422 connected between the two end portions 421. The middle portion 422 is connected to one end of the connecting rod 41. The two jaws 43 are each pivotally connected to the two ends 421 so that the two jaws 43 can be moved toward each other to grip the rod 5 or moved away from each other to release the rod 5.

Optionally, when the two clamping jaws 43 are folded together, the two clamping jaws 43 and the clamping jaw support 42 enclose together to form an annular structure. The annular configuration is adapted to the cross-sectional profile of the shaft 5 so that the jaw holder 42 can cooperate with the two jaws 43 to clamp the shaft 5 together. For example, when the shaft 5 is a utility pole, the cross-sectional profile of the shaft 5 is substantially circular, and the ring-shaped structure is substantially circular.

It will be appreciated that in fig. 1 and 3 to 10, the jaw support 42 and the two jaws 43 are drawn together in a simplified manner for ease of illustration.

As an alternative embodiment, please refer to fig. 1 to 14, the connecting rod 41 is movably connected to the frame 1 to move relative to the frame 1. As shown in fig. 2 and 12, the connecting rod 41 passes through the housing 11 and can move back and forth relative to the housing 11. The movable planes B of the two clamping jaws 43 are parallel to the first plane a or form an included angle with the first plane a, and the included angle is smaller than or equal to 45 degrees. The moving plane B of the two clamping jaws 43 is the plane of the movement locus of the two clamping jaws 43 which are folded and unfolded.

In this embodiment, since the connecting rod 41 is movable relative to the frame 1, the aircraft 100 can retract the connecting rod 41 (as shown in fig. 4 and 10) during normal flight, so that the jaw support 42 and the two jaws 43 are closer to the center of the frame 1, and the center of gravity of the clamping assembly 4 is closer to the center of the frame 1, thereby facilitating smooth flight and parking of the aircraft 100. When the aircraft 100 needs to clamp the rod 5, the connecting rod 41 may be extended (as shown in fig. 5), so that the jaw support 42 and the two jaws 43 are relatively far away from the center of the airframe 1, the two jaws 43 are as far away from the rotor 21 as possible (for example, the orthographic projection of the two jaws 43 on the first plane a is staggered with respect to the rotor 21), so that the two jaws 43 can avoid being interfered by the rotor 21 during clamping the rod 5, and the clamping assembly 4 can smoothly clamp the rod 5. Since the plane B of the two jaws 43 is parallel to the first plane a or forms the included angle of 45 ° or less with the first plane a, the difficulty of the flying action of the aircraft 100 to approach the substantially vertical shaft 5 for clamping the clamping assembly 4 is low, and the aircraft 100 can fly slightly inclined or substantially parallel, when the first plane a is substantially parallel to the horizontal plane or forms a small included angle (for example, 45 ° or less) with the horizontal plane.

In particular, the aircraft 100 also comprises a mobile assembly 6 arranged inside the casing 11 of the airframe 1. The moving assembly 6 includes a gear 61 and a motor 62 for driving the gear 61. The gear 61 and the motor 62 may be fixed to the bottom of the housing 11. The motor 62 is electrically connected to the electricity storage module 3. The gear 61 has a first tooth portion 611 on the outer side thereof, and the outer wall of the connecting rod 41 is provided with a second tooth portion 411, wherein the second tooth portion 411 is engaged with the first tooth portion 611. In use, the electric storage module 3 supplies power to the motor 62, the motor 62 drives the gear 61 to rotate, and the first tooth portion 611 rotates to drive the second tooth portion 411 to move, so that the connecting rod 41 moves relative to the frame 1.

Optionally, a limit block 412 is disposed at an end of the connecting rod 41 away from the clamping jaw bracket 42, and the limit block 412 is used for preventing the connecting rod 41 from disengaging from the rack 1. At this time, both ends of the connecting rod 41 are provided outside the housing 11.

Optionally, the aircraft 100 further comprises a landing gear 7, and the landing gear 7 is fixed to the frame 1. The landing gear 7 may be substantially V-shaped or double V-shaped to better assist in securing the aircraft 100 to the shaft 5. The landing gear 7 may be arranged symmetrically.

The landing gear 7 is used to support the aircraft 100 when the aircraft 100 is on a flat surface (e.g., the ground). At this time, the aircraft 100 contracts the connecting rod 41, so that the clamping jaw support 42 and the two clamping jaws 43 are closer to the center of the machine frame 1, and the gravity center of the clamping assembly 4 is closer to the center of the machine frame 1, thereby facilitating the smooth parking of the aircraft 100.

Fig. 4 to 7 show how the aircraft 100 switches from the flight state to the perch state, and fig. 8 to 10 show how the aircraft 100 switches from the perch state to the flight state.

Specifically, the method comprises the following steps: as shown in fig. 4, after the position of the shaft 5 suitable for perching is determined, the flying vehicle 100 in flight pushes out the jaw holder 42 and the two jaws 43 to the right (in the direction of the shaft 5) by the moving assembly 6, and the flying vehicle 100 flies obliquely to the right. As shown in fig. 5, the aircraft 100 is close to the shaft 5. As shown in fig. 6, the two jaws 43 of the aircraft 100 grip the shaft 5. As shown in fig. 7, the motor 22 is turned off, the center of the frame 1 falls down due to the self-weight of the aircraft 100, an angle is formed between the rotor 21 and the shaft 5, the two clamping jaws 43 are in inclined contact with the shaft 5, and the friction force between the two clamping jaws 43 and the shaft 5 can overcome the self-weight of the aircraft 100, so as to prevent the aircraft 100 from falling further. At this time, the aircraft 100 has a large frontal area. Furthermore, the landing gear 7, which is V-shaped or double V-shaped, can be well clamped on the shaft 5, thereby providing a certain friction and fixing effect, so that the aircraft 100 does not shake, and the stability of stopping and dwelling is enhanced. After the aircraft 100 is stopped and stopped stably, the aircraft 100 is switched to a stopped and stopped state, the rotor 21 drives the motor 22 in a generator mode under the action of wind power to generate electricity, and the electric energy generated by the motor 22 is stored in the electric storage assembly 3 and supplies power for additional functional equipment loaded on the aircraft 100.

As shown in fig. 8, the aircraft 100 is switched to the flight state after the charging requirement is completed, the motor 22 drives the rotor 21 to rotate to generate the upward and leftward lift force, and the center of the frame 1 is slowly raised because the two clamping jaws 43 are clamped on the rod 5. As shown in fig. 9, when the aircraft 100 flies to a substantially horizontal position (when the first plane a is substantially parallel to the horizontal plane or forms a small angle with the horizontal plane), the motor 22 drives the rotor 21 to rotate so that the aircraft 100 flies to the left. As shown in fig. 10, the two jaws 43 are disengaged from the shaft 5, and then the two jaws 43 and the jaw support 42 are retracted to a stable original position by the moving assembly 6, and the aircraft 100 flies smoothly.

It is understood that the aircraft 100 of the present embodiment further includes a controller, and the controller is disposed in the casing 11. The controller is electrically connected to the plurality of motors 22, and controls the rotation speed of the plurality of rotors 21 by controlling the plurality of motors 22. For example, the controller may control the rotors 21 to rotate at different speeds, so as to control the flight direction and the tilt angle of the aircraft 100. As shown in fig. 4 to 10, the different arrow sizes above the rotor 21 generally indicate the corresponding different rotation speeds of the rotor 21, with a larger arrow size indicating a higher rotation speed and a smaller arrow size indicating a lower rotation speed.

As an alternative embodiment, referring to fig. 11 to 15, each of the clamping jaws 43 includes a clamping end 431 and a movable end 432 opposite to each other, and a connecting section 433 connected between the clamping end 431 and the movable end 432. The connecting section 433 is rotatably connected to the jaw support 42, the movable end 432 is close to the jaw support 42, and the clamping end 431 is far from the jaw support 42. When the movable ends 432 are far away from each other, the clamping ends 431 are close to each other, and the clamping jaws 43 are closed. When the two holding ends 431 are far away from each other, the two movable ends 432 are close to each other, and the two clamping jaws 43 are opened.

Optionally, the clamping assembly 4 further includes two positioning assemblies 44, and the two positioning assemblies 44 are connected between the two clamping jaws 43 and the two end portions 421 in a one-to-one correspondence to position and maintain the relative positions between the two clamping jaws 43 and the clamping jaw support 42.

For example, each positioning assembly 44 includes a joint 441, a projection 442, and an elastic member 443. The joints 441 are fixed on the corresponding ends 421. The joint 441 has a first groove 4411 and a second groove 4412 which are arranged at intervals, and an arc surface 4413 connected between the first groove 4411 and the second groove 4412. The protrusion 442 is disposed on the outer periphery of the connection section 433 and elastically connected to the connection section 433 through the elastic member 443. When the deformation amount of the elastic member 443 is changed, the protrusion 442 moves relative to the connection section 433. The elastic member 443 is in a compressed state to press the projection 442 against the joint 441.

When the protrusion 442 is snapped into the first groove 4411, the two jaws 43 are closed. The elastic member 443 presses the protrusion 442 into the first groove 4411, so that the two clamping jaws 43 can be kept in a closed state with each other, and thus can be kept in a state of clamping the rod 5, and the aircraft 100 can be smoothly fixed on the rod 5 to achieve a perched state. When the protrusions 442 are snapped into the second notches 4412, the two jaws 43 are spread apart from each other. The elastic member 443 presses the projection 442 into the second groove 4412, so that the two jaws 43 can keep open from each other, and the aircraft 100 can smoothly leave the shaft 5 to enter a flight state. When the protrusion 442 moves from the first groove 4411 or the second groove 4412 to the arc surface 4413, the deformation amount of the elastic member 443 increases. As the tab 442 contacts the arcuate surface 4413, the aircraft 100 switches between flight and perch conditions.

The protrusions 442 may be square protrusions, triangular protrusions, round protrusions, or semicircular protrusions. The elastic member 443 may be a spring.

Optionally, the clamping assembly 4 further includes two adsorbing members, and the two adsorbing members are respectively fixed on the two clamping ends 431. The two suction pieces are close to each other so that the two clamping ends 431 are sucked to each other, so that the reliability of the aircraft 100 fixed on the rod 5 is increased, and the risk that the aircraft 100 is accidentally separated from the rod 5 is reduced. The two adsorption members may be magnets.

During the process of approaching and fixing the clamping assembly 4 on the rod 5, the rod 5 first enters between the two clamping jaws 43, then the rod 5 touches the two movable ends 432 and pushes the two movable ends 432, so that the two movable ends 432 are far away from each other, the two clamping ends 431 are close to each other, and the two clamping jaws 43 are closed to each other. In the process, the protrusion 442 moves from the second groove 4412 to the first groove 4411 through the arc surface, the protrusion 442 is clamped in the first groove 4411, so as to fix the position of the two clamping jaws 43, the two clamping jaws 43 keep the folded state, and the two clamping jaws 43 can fix the aircraft 100 on the rod-shaped object 5. At this time, the two suction members are sucked to each other to increase the stability of the aircraft 100 fixed on the shaft 5.

During the process of detaching the clamping assembly 4 from the shaft 5, the clamping assembly 4 is dragged by the power generated by the rotor 21, the shaft 5 pushes the two clamping ends 431 open, so that the two clamping ends 431 move away from each other, the two movable ends 432 move close to each other, and the two clamping jaws 43 open. In the process, the projection 442 moves from the first groove 4411 through the second groove 4412 in the arc-shaped movement, the projection 442 is clamped in the second groove 4412, so that the positions of the two clamping jaws 43 are fixed, the two clamping jaws 43 are kept in the opened state, and the aircraft 100 is separated from the rod-shaped object 5.

As an alternative embodiment, referring to fig. 12 and 17, the clamping assembly 4 further includes a first buckle 91 and a second buckle 92. The first buckle 91 is fixed on the middle part 422, and the second buckle 92 is fixed on one end of the connecting rod 41. The first snap 91 and the second snap 92 are snapped to each other to connect the connecting rod 41 and the jaw holder 42. Or the first catch 91 and the second catch 92 are separated from each other to disconnect the connecting rod 41 from the jaw housing 42.

In this embodiment, the clamping jaw support 42 is detachably connected to the connecting rod 41, so that the clamping jaw support 42 and the two clamping jaws 43 can be detached in normal flight of the aircraft 100, thereby reducing the overall weight of the aircraft 100, reducing the energy consumption of the aircraft 100, and prolonging the dead time of the aircraft 100. Then, when the aircraft 100 is low in power and needs to be charged, the two clamping jaws 43 and the clamping jaw bracket 42 are mounted, so that the aircraft 100 can be parked in the air for charging.

The foregoing detailed description of the embodiments of the present invention has been presented for purposes of illustration and description, and is intended to be exemplary only and is not intended to be exhaustive or to limit the invention to the precise form disclosed; meanwhile, for a person skilled in the art, according to the idea of the present invention, there may be variations in the specific embodiments and the application scope, and in summary, the content of the present specification should not be construed as a limitation to the present invention.

Claims (9)

1. An aircraft, which is characterized by comprising a frame, a rotor assembly, an electric storage assembly and a clamping assembly, wherein the rotor assembly is arranged on the frame, the rotor assembly comprises a rotor and a motor electrically connected with the rotor, the electric storage assembly is electrically connected with the motor, the clamping assembly is used for clamping a rod so as to enable the aircraft to stay in the air, and the rotor drives the motor to generate electricity under the action of wind power;

the clamping assembly comprises a clamping jaw support and two clamping jaws, the clamping jaw support comprises two opposite end portions, the two clamping jaws are respectively and rotatably connected with the two end portions, and therefore the two clamping jaws can be folded to clamp the rod-shaped object or unfolded to release the rod-shaped object;

each clamping jaw comprises a connecting section which is rotatably connected with the clamping jaw bracket;

the clamping assembly further comprises two positioning assemblies, and the two positioning assemblies are connected between the two clamping jaws and the two end parts in a one-to-one correspondence manner;

each positioning assembly comprises a joint, a convex block and an elastic piece, the joint is fixed on the corresponding end part and is provided with a first groove and a second groove which are arranged at intervals and an arc-shaped surface connected between the first groove and the second groove, and the convex block is sleeved on the periphery of the connecting section and is elastically connected with the connecting section through the elastic piece;

when the lug is clamped into the first groove, the two clamping jaws are folded with each other, when the lug is clamped into the second groove, the two clamping jaws are opened with each other, and when the lug moves towards the arc surface from the first groove or the second groove, the deformation amount of the elastic piece is increased.

2. The aircraft of claim 1, wherein said clamp assembly further comprises a connecting rod mounted on said frame, said jaw housing further comprising a middle portion connected between said two end portions, said middle portion being connected to one end of said connecting rod.

3. The aircraft of claim 2, wherein said connecting rod is movably connected to said frame for movement relative to said frame, said rotor is disposed in a first plane, and said movable planes of said two jaws are parallel to said first plane or form an angle with said first plane, said angle being less than or equal to 45 °.

4. The aircraft of claim 3, further comprising a moving assembly disposed on the airframe, wherein the moving assembly comprises a gear and a motor for driving the gear, the gear has a first tooth portion on an outer side thereof, and the connecting rod has a second tooth portion on an outer wall thereof, and the second tooth portion is engaged with the first tooth portion.

5. The aircraft of claim 4, wherein an end of the connecting rod remote from the jaw housing is provided with a stop for preventing the connecting rod from disengaging from the frame.

6. The aircraft of claim 2~5 further comprising landing gear, said landing gear affixed to said frame, said landing gear having a V-shape.

7. The aircraft of any of claims 2~5 wherein each of said jaws further comprises an oppositely disposed gripping end and a free end, said connecting section being connected between said gripping end and said free end, said free end being proximate to said jaw housing and said gripping end being distal from said jaw housing;

when the two movable ends are far away from each other, the two clamping ends are close to each other, and the two clamping jaws are closed to each other; when the two clamping ends are far away from each other, the two movable ends are close to each other, and the two clamping jaws are opened.

8. The aircraft of claim 7, wherein said clamping assembly further comprises two suction members respectively secured to said two clamping ends, said two suction members being positioned adjacent to each other to draw said two clamping ends toward each other.

9. The aircraft of claim 2~5, wherein the clamp assembly further comprises a first clip and a second clip, the first clip secured to the middle portion and the second clip secured to an end of the connecting rod;

the first buckle and the second buckle are buckled with each other to connect the connecting rod and the clamping jaw support, or the first buckle and the second buckle are separated from each other to disconnect the connecting rod and the clamping jaw support.

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