CN112109888A - Arm and variable-pitch aircraft - Google Patents

Abstract

The invention relates to a horn and variable pitch aircraft, comprising: an arm plate; the driving piece is arranged on the arm plate and provided with a driving shaft; the propeller assembly comprises a rotor head and a propeller, the rotor head is in driving connection with the driving shaft, and the propeller is rotatably arranged on the rotor head; the driving sleeve assembly is movably arranged on the driving shaft in a lifting mode and can drive the propeller to rotate; and the actuating assembly is arranged on the arm plate and is in driving connection with the driving sleeve assembly. The screw takes place to rotate around self axis to can change into the anti-oar gesture from positive oar gesture rapidly, turn into the thrust of ground clearance direction with the rotatory kinetic energy of storing, thereby realize further slowing down the pitch control aircraft speed of droing, guarantee the purpose that the pitch control aircraft safety forced landing.

Description

Arm and variable-pitch aircraft

Technical Field

The invention relates to the technical field of flight control equipment, in particular to a horn and a variable pitch aircraft.

Background

Due to the various operation capabilities of high-altitude video shooting, monitoring, security protection and the like, the pitch-variable aircraft industry is rapidly and stably developed in recent years, but the safety problem brought along with the development of the pitch-variable aircraft industry is more and more, so that social attention is brought. For example, as the use environment of the pitch-controlled aircraft is more and more complicated, especially when the pitch-controlled aircraft loses power due to a failure (e.g., a mechanical failure) of a motor of the pitch-controlled aircraft in a dense urban area, the pitch-controlled aircraft falls under the action of its own gravity to generate a strong impact force, thereby easily causing the problems of people injury and property damage due to falling, and causing great safety hazards, which also directly limits the wide application of the pitch-controlled aircraft in the urban area.

In view of the above problems, in the industry at present, the reliability and forced landing capability of the variable pitch aircraft are generally improved by increasing the number of motors and propellers and the number of redundant power supplies, but the thrust-weight ratio of the variable pitch aircraft can be reduced by such a design, so that the flight efficiency of the variable pitch aircraft is influenced, and the payload capacity and the cruising capability of the variable pitch aircraft are shortened.

Disclosure of Invention

The invention aims to provide a horn and a variable pitch aircraft, and aims to solve the problem that forced landing capacity, effective load capacity and endurance capacity cannot be considered at the same time in the prior art.

In one aspect, the present application provides a horn, the horn comprising:

an arm plate;

the driving piece is arranged on the arm plate and provided with a driving shaft;

the propeller assembly comprises a rotor head and a propeller, the rotor head is in driving connection with the driving shaft, and the propeller is rotatably arranged on the rotor head;

the driving sleeve assembly is movably arranged on the driving shaft in a lifting mode and can drive the propeller to rotate; and

and the actuating assembly is arranged on the arm plate and is in driving connection with the driving sleeve assembly.

The embodiment of the invention has the following beneficial effects:

the horn of above-mentioned scheme is equipped in the feather aircraft (for example four rotor feather aircrafts), makes the feather aircraft possess splendid forced-landing self-protection ability and payload ability and duration simultaneously, promotes the safety of flying in execution of the feather aircraft, expands the application scene of feather aircraft. Specifically, the horn is installed on the fuselage of the variable-pitch aircraft when using, during normal flight, the driving piece outputs the rotary power to directly drive the propeller component to rotate, and the propeller component rotates to generate lift force, so that the variable-pitch aircraft can reliably fly and keep stable flight attitude; the propeller is in a positive pitch attitude at this time. But when the driving piece can not normally output the rotating power due to the emergency, the propeller component can not continuously provide the rotating lift force, the variable-pitch aircraft can rapidly drop under the action of gravity, the falling potential energy of the variable-pitch aircraft can be used for maintaining the propeller at a certain rotating speed in the dropping process, so that the variable-pitch aircraft can not drop too fast, and when the distance measuring module on the variable-pitch aircraft detects that the height is close to the ground for a plurality of meters, the control system immediately starts the actuating component, the actuating component drives the driving sleeve component to start to rise and move, the propeller can be synchronously jacked to rotate around the axis of the propeller along with the rise of the driving sleeve component, so that the variable-pitch aircraft can be rapidly converted into the reverse-pitch attitude from the positive-pitch attitude, the stored rotating kinetic energy is converted into the thrust in the ground-lifting direction, and the dropping speed of the variable-, the aim of ensuring safe forced landing of the variable-pitch aircraft is fulfilled. In addition, in the variable-pitch aircraft provided with the horn, the number of motors, propellers and redundant power supplies does not need to be additionally increased, so that the thrust-weight ratio of the variable-pitch aircraft is not reduced, the flight efficiency of the variable-pitch aircraft is not influenced, and the effective load and the cruising ability of the variable-pitch aircraft are favorably improved.

In one embodiment, the driving part is vertically arranged on the arm plate, so that the driving shaft penetrates through the arm plate and extends out to the upper side of the arm plate, the driving sleeve assembly comprises a copper sleeve, a bearing, a lifting sleeve, a sliding sleeve and a hinge, the copper sleeve is movably sleeved outside the driving shaft, the copper sleeve is sleeved in the bearing and connected with the sliding sleeve, the bearing is sleeved in the lifting sleeve, the lifting sleeve is in driving connection with the actuating assembly and can move up and down along the axial direction of the driving shaft, the sliding sleeve is in rotating connection with the hinge, and the hinge is further in rotating connection with the propeller, so that the propeller can rotate relative to the rotor head.

In one embodiment, the copper sleeve is tightly matched with the sliding sleeve and can keep the two relatively static.

In one embodiment, the copper sleeve is a clearance fit with the drive shaft.

In one embodiment, the end of the driving shaft is provided with a first positioning connecting part, and the bottom of the rotor head is provided with a second positioning connecting part which is fixedly connected with the first positioning connecting part, so that the driving shaft and the rotor head can keep relatively static.

In one embodiment, the actuating assembly comprises a lifting connecting rod, an actuating connecting rod, an actuator and a fixed seat, a connecting rod seat is arranged on the arm plate, the middle part of the lifting connecting rod is rotatably arranged on the connecting rod seat, one end of the lifting connecting rod is rotatably connected with the lifting sleeve, the other end of the lifting connecting rod is rotatably connected with one end of the actuating connecting rod, the other end of the actuating connecting rod is rotatably connected with the actuator, and the actuator is arranged at the bottom of the arm plate through the fixed seat.

In one embodiment, the horn further comprises a landing gear seat disposed at the bottom of the arm plate and a landing gear rod disposed on the landing gear seat.

Furthermore, the present application also provides a pitch controlled aircraft comprising:

a body; and

the four machine arms are arranged on the machine body at intervals along the annular direction.

In one embodiment, the machine body comprises an upper cover plate, a bottom plate and two machine arm pressing plates, the upper cover plate and the bottom plate are longitudinally arranged at intervals and are connected with each other, the two machine arm pressing plates are connected between the upper cover plate and the bottom plate, one of the machine arm pressing plates is used for pressing and fixing two machine arms arranged diagonally or on the same side between the upper cover plate and the bottom plate, and the other machine arm pressing plate is used for pressing and fixing the rest two machine arms arranged diagonally or on the same side between the upper cover plate and the bottom plate.

In one embodiment, the fuselage further comprises an upper pipe clamp, a lower pipe clamp and a reinforcing pipe, wherein the reinforcing pipe is clamped and fixed between the upper pipe clamp and the lower pipe clamp, the upper pipe clamp is connected with the upper cover plate, and the lower pipe clamp is connected with the bottom plate.

Drawings

In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, it is obvious that the drawings in the following description are only some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to the drawings without creative efforts.

Wherein: 100. a horn; 10. an arm plate; 20. a drive member; 21. a drive shaft; 30. a propeller assembly; 31. a rotor head; 32. a propeller; 40. a drive sleeve assembly; 41. a copper sleeve; 42. a bearing; 43. a lifting sleeve; 44. a sliding sleeve; 45. a hinge; 50. an actuating assembly; 51. a lifting connecting rod; 52. a motion link; 53. an actuator; 54. a fixed seat; 55. a connecting rod seat; 60. a landing gear seat; 70. a landing gear lever; 200. a variable pitch aircraft; 210. a body; 211. an upper cover plate; 212. a base plate; 213. a machine arm pressing plate; 214. an upper pipe clamp; 215. a lower pipe clamp; 216. and reinforcing the tube.

FIG. 1 is a schematic structural view of a pitch-controlled aircraft according to an embodiment of the present invention;

FIG. 2 is a schematic view of the structure of FIG. 1;

FIG. 3 is a schematic diagram of the exploded structure of FIG. 1;

fig. 4 is a schematic structural diagram of a horn according to an embodiment of the present invention;

fig. 5 is a schematic diagram of the exploded structure of fig. 4.

Detailed Description

To facilitate an understanding of the invention, the invention will now be described more fully with reference to the accompanying drawings. Preferred embodiments of the present invention are shown in the drawings. This invention may, however, be embodied in many different forms and should not be construed as limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete.

It will be understood that when an element is referred to as being "secured to" another element, it can be directly on the other element or intervening elements may also be present. When an element is referred to as being "connected" to another element, it can be directly connected to the other element or intervening elements may also be present. The terms "vertical," "horizontal," "left," "right," and the like as used herein are for illustrative purposes only.

Unless defined otherwise, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention belongs. The terminology used in the description of the invention herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention. As used herein, the term "and/or" includes any and all combinations of one or more of the associated listed items.

As shown in fig. 1, a pitch-controlled aircraft 200 according to an embodiment of the present invention is specifically a multi-rotor unmanned pitch-controlled aircraft 200, for example, in this embodiment, the pitch-controlled aircraft 200 is configured as a four-rotor pitch-controlled aircraft. With the help of the automatic control or ground remote control technology, the variable-pitch aircraft 200 can fly in an overhead area, assist people to carry out various works such as video picture shooting, placing, monitoring and the like, and greatly improve the work performance.

Referring to fig. 1 to fig. 3, in the present embodiment, the pitch-variable aircraft 200 specifically includes: fuselage 210, controlling means (not shown), battery (not shown) and four horn 100, four horn 100 along the hoop interval set up in on the fuselage 210 and with controlling means electric connection, battery and controlling means install respectively inside and mutual electric connection at fuselage 210. The control device is used for reasonably distributing the electric quantity of the battery to different arms 100 according to needs so as to enable different arms 100 to generate different rotating speeds, and therefore the purposes of adjusting the flying speed of the variable-pitch aircraft 200, turning the flying direction, ascending or descending and other flying modes are achieved.

Furthermore, the pitch-controlled aircraft 200 can be equipped with a remote controller, the remote controller and the control device form signal connection through an information transmitter and an information receiver, and a user can also control the pitch-controlled aircraft 200 by operating the remote controller on the ground.

Of course, in other embodiments, the number of the horn 100 may be two, three, five or more, and may be set according to actual needs.

In this embodiment, the four arms 100 are distributed in the same horizontal plane, but may be distributed in different height planes. Furthermore, the four horn 100 may exhibit a diamond, circular or rectangular configuration. Preferably, in the present embodiment, the four arms 100 are arranged in a rectangular structure. The four arms 100 are distributed more uniformly on the fuselage 210, the lift force is provided more uniformly, the stable flight attitude of the pitch-controlled aircraft 200 can be better maintained, and the flight mode of the pitch-controlled aircraft 200 can be better changed.

With reference to fig. 3, further, based on the above embodiment, the main body 210 includes an upper cover plate 211, a bottom plate 212, and two arm pressing plates 213, the upper cover plate 211 and the bottom plate 212 are longitudinally spaced and connected to each other, for example, the upper cover plate 211 and the bottom plate 212 may be assembled and fixed by a screw connection, a snap connection, a magnetic connection, a welding, a riveting, or the like. The two arm pressing plates 213 are connected between the upper cover plate 211 and the bottom plate 212. In order to ensure the assembling reliability of the components, the arm pressing plate 213 is assembled and fixed with the upper cover plate 211 and the bottom plate 212 by screwing or a connection manner with similar technical effects.

One of the arm pressing plates 213 is configured to press and fix two of the arms 100 arranged diagonally or on the same side between the upper cover plate 211 and the bottom plate 212, and the other arm pressing plate 213 is configured to press and fix the remaining two arms 100 arranged diagonally or on the same side between the upper cover plate 211 and the bottom plate 212.

Therefore, by means of the buckling action of the arm pressing plate 213, the four arms 100 can be well ensured to be firmly installed and fixed on the aircraft body 210, so that the variable pitch aircraft 200 is stable and reliable in overall structure and high in compactness, wind resistance is reduced, and flight performance is improved.

With reference to fig. 3, in addition to the above embodiment, the body 210 further includes an upper pipe clamp 214, a lower pipe clamp 215, and a reinforcing pipe 216, the reinforcing pipe 216 is clamped and fixed between the upper pipe clamp 214 and the lower pipe clamp 215, the upper pipe clamp 214 is connected to the upper cover plate 211, and the lower pipe clamp 215 is connected to the bottom plate 212.

Specifically, the upper tube clamp 214 and the upper cover plate 211 are assembled and fixed by screwing or other connection methods with equivalent technical effects. The lower pipe clamp 215 and the bottom plate 212 are assembled and fixed by adopting a screw joint or other connecting methods with the same technical effect. Therefore, the connection reliability among all the parts can be ensured, the connection structure is simple, and the assembly and disassembly are convenient. As the reinforcing pipe 216 is additionally arranged between the upper pipe clamp 214 and the lower pipe clamp 215, the head end and the tail end of the reinforcing pipe 216 are respectively directed to the front face and the rear face of the variable pitch aircraft 200, so that the overall structural strength of the fuselage 210 can be greatly improved, and the impact resistance of the front and the rear of the variable pitch aircraft 200 is enhanced. For example, when the pitch control vehicle 200 collides with an oncoming building due to an operator's control error, the rigidity of the fuselage 210 can be ensured by installing the reinforcing structure consisting of the upper pipe clamp 214, the lower pipe clamp 215 and the reinforcing pipe 216, the front surface of the pitch control vehicle 200 is not greatly deformed and damaged, and the service life of the pitch control vehicle 200 is ensured.

Alternatively, in order to further improve the overall rigidity and structural strength of the fuselage 210 and enhance the crashworthiness, the number of the upper pipe clamps 214, the lower pipe clamps 215 and the reinforcing pipes 216 may be two, three or more, and may be set according to actual needs.

With continued reference to fig. 4 and 5, a horn 100 is shown for an embodiment of the present application, the horn 100 including: an arm plate 10, a drive member 20, a propeller assembly 30, a drive sleeve assembly 40, and an actuator assembly 50. The driving part 20 is arranged on the arm plate 10, and the driving part 20 is provided with a driving shaft 21; the propeller assembly 30 comprises a rotor head 31 and a propeller 32, the rotor head 31 is in driving connection with the driving shaft 21, and the propeller 32 is rotatably arranged on the rotor head 31; the driving sleeve assembly 40 is movably arranged on the driving shaft 21 in a lifting manner and can drive the propeller 32 to rotate; the actuating assembly 50 is disposed on the arm plate 10 and is in driving connection with the driving sleeve assembly 40.

Alternatively, in the embodiment, the driving member 20 is configured as a motor, and the motor is electrically connected to a battery mounted on the body 210, so that the driving shaft 21 rotates after obtaining electric energy, and a reliable rotation driving force can be provided. The arm plate 10 is a rectangular thin plate made of a high-strength aluminum alloy, alloy steel, or other material having high strength but light weight, so that the overall structural strength of the arm 100 can be ensured.

The rotor head 31 is used to indirectly connect the propeller 32 with the drive shaft 21. Wherein, the opposite two side surfaces of the rotor head 31 are respectively provided with a rotor shaft in an extending way, and the rotor shaft is provided with a shaft end retainer ring. The number of propellers 32 is two and is arranged in one-to-one correspondence with the two rotor shafts, respectively. Wherein, screw 32 includes interconnect's paddle and oar presss from both sides, is equipped with the mounting hole on the oar presss from both sides, can be fixed with rotor shaft assembly to obtain stable in structure but simple screw assembly 30.

Preferably, the aperture of the mounting hole is slightly larger than the shaft diameter of the rotor shaft, so that the mounting hole and the rotor shaft can form a clearance fit relationship after being mounted, and the propeller 32 can rotate relative to the rotor head 31 to adjust the spatial attitude.

In summary, the embodiment of the invention has the following beneficial effects: the horn 100 of the above scheme is applied to a pitch-controlled aircraft 200 (for example, a four-rotor pitch-controlled aircraft 200), so that the pitch-controlled aircraft 200 has excellent forced-landing self-protection capability, payload capability and endurance capability at the same time, the flying safety of the pitch-controlled aircraft 200 is improved, and the application scenario of the pitch-controlled aircraft 200 is expanded. Specifically, the horn 100 is mounted on the body 210 of the pitch-variable aircraft 200 during use, and during normal flight, the driving element 20 outputs rotary power to directly drive the propeller assembly 30 to rotate, and the propeller assembly 30 rotates to generate lift force, so that the pitch-variable aircraft 200 can reliably fly and maintain a stable flight attitude; the propeller 32 is now in a positive pitch attitude. However, when an emergency occurs and the driving member 20 cannot normally output the rotational power, because the propeller assembly 30 cannot continuously provide the rotational lift force, the pitch-controlled aircraft 200 rapidly drops under the action of gravity, and the falling potential energy of the pitch-controlled aircraft 200 can maintain a certain rotational speed of the propeller 32 during the dropping process, so as to prevent the pitch-controlled aircraft 200 from being arranged too fast when dropping, and when the distance measuring module on the pitch-controlled aircraft 200 detects that the height is close to the ground for several meters, the control system immediately starts the actuating assembly 50, the actuating assembly 50 drives the driving sleeve assembly 40 to start to move upwards, and the propeller 32 can be synchronously lifted to rotate around the axis thereof along with the rising of the driving sleeve assembly 40, so that the pitch-controlled aircraft can be rapidly converted from the positive-pitch attitude to the negative-pitch attitude, and the stored rotational kinetic energy is converted into the thrust in the direction of the ground, thereby further reducing the dropping speed of the pitch-controlled aircraft, the aim of safe forced landing of the variable-pitch aircraft 200 is fulfilled. Moreover, in the pitch-controlled aircraft 200 equipped with the horn 100, the number of motors, propellers 32 and redundant power supplies does not need to be increased, so that the thrust-weight ratio of the pitch-controlled aircraft 200 is not reduced, the flight efficiency of the pitch-controlled aircraft 200 is not affected, and the payload and the cruising ability of the pitch-controlled aircraft 200 are improved.

Furthermore, since the propellers 32 in the arms 100 are rotatable to change the attitude in space, the four arms 100 arranged on the pitch-variable aircraft 200 form an adjustable change in pitch as a whole, i.e. the distance between the four propellers 32 can be changed to be larger or smaller when the respective rotations are changed.

Based on this, the pitch-controlled aircraft 200 of the present application is substantially formed as a four-rotor pitch-controlled aircraft 200, which can achieve the following additional technical effects: when the four-rotor variable-pitch aircraft 200 with variable pitch flies on plateau or at high altitude, the aircraft can normally fly and work by adjusting the pitch to be large, and no structural change is needed. The motor and the blades basically keep constant rotating speed in the flying process, so that energy loss caused by frequently adjusting the rotating speed of the motor can be reduced, and noise can be effectively reduced.

Further, in the process that the four-rotor variable-pitch aircraft 200 with the variable pitch dives downwards at high altitude or turns around at high altitude flexibly, the size and the direction of the thrust of the blade at the corresponding position can be changed by adjusting the pitch of the blade at the corresponding position, so that the variable-pitch aircraft 200 can dive at high speed or rotate around any shaft in situ, and the steering and obstacle avoidance functions with higher efficiency are realized.

Furthermore, the four-rotor pitch variable aircraft 200 with variable pitch can be in standby state at the optimal torque rotation speed of the motor, and the pitch variable aircraft 200 can rapidly output high enough torque to enable the pitch variable aircraft 200 to take off in a large pitch state, so that a large effective load is provided, and the comprehensive maneuverability is far superior to that of the existing multi-shaft pitch variable aircraft.

Furthermore, the variable-pitch four-rotor variable-pitch aircraft 200 adopts the motor to output at a constant rotating speed, the output current is relatively stable, and the actuator assembly 50 is adopted to control the pitch, so that the attitude control is realized.

Furthermore, the variable pitch quad-rotor aircraft does not require large current changes to change the motor speed during fast maneuvers, thereby reducing energy losses and increasing the endurance of the variable pitch craft 200.

Furthermore, the present application also achieves a technical principle and effect that is greater than that of the existing pitch craft 200 in terms of flight flexibility: the motor distribution of a general variable pitch aircraft 200 is shown in fig. 2, a circle 1, a circle 2, a circle 3 and a circle 4 represent the positions of four motors, a middle arrow represents the orientation of an aircraft head, the four motors drive blades to rotate to generate force which always faces to the upper part of the aircraft in the flying process of the traditional four-rotor variable pitch aircraft 200, the rotating speed of the motors is controlled to adjust the size of lift force generated by the blades so as to change the flying posture of the variable pitch aircraft 200, the direction of the force generated by the blades is always upward, so that the aircraft can only descend by gravity when landing, and the aircraft can only do arc line rolling in the processes of left-right rolling, front-back rolling, and high-speed rolling along the central axis of the aircraft, and a large turning radius and a maneuvering space are needed. Roll rate is a key measure for the maneuverability of a pitch-controlled vehicle 200, and higher roll rate indicates that the pitch-controlled vehicle 200 has more excellent maneuverability.

The variable pitch quad-rotor pitch craft 200 of the present application overcomes this problem. Similarly, the motors of the variable-pitch four-rotor variable-pitch aircraft 200 are distributed as shown in fig. 2, a circle 1, a circle 2, a circle 3 and a circle 4 represent the positions of the four motors, a middle arrow represents the orientation of the aircraft head, the four motors rotate at a high speed in a single direction at the same time, the pitch of the four motors is adjusted through the actuating assembly 50, the magnitude and the direction of the lift force can be controlled at will, when the aircraft needs to dive downwards to the ground, the direction of the lift force of the four blades can be changed to be downwards within tens of milliseconds to form reverse lift force, and under the pushing action of the blades and the action of gravity, the variable-pitch four-rotor variable-pitch aircraft 200 can rapidly descend to complete the maneuvering action which cannot be realized; the four-rotor variable-pitch aircraft 200 with variable pitch can roll along the front-back direction, the left-right direction and any axis of the aircraft, and can complete high-mobility operation in a narrow space.

The lift of the pitch-controlled aircraft 200 is increased while the influence of air pressure and air density on the flight is reduced: under the condition that the rotating speed is the same as that of other conditions, the size of the pitch has great influence on the lift generated by the rotation of the blade, and within a certain range, the lift generated by the blade is larger along with the increase of the pitch, and meanwhile, when the rotating speed and the pitch of the blade are constant, the air is thinner and smaller.

In some embodiments, the driving member 20 is vertically arranged on the arm plate 10, such that the driving shaft 21 passes through the arm plate 10 to extend above the arm plate 10, i.e. the main body of the driving member 20 is located below the arm plate 10, and the driving shaft 21 passes through a through hole preset on the arm plate 10 to extend mostly above the arm plate 10, so as to facilitate assembly and connection of other components.

With continued reference to fig. 4 and 5, the driving sleeve assembly 40 includes a copper sleeve 41, a bearing 42, a lifting sleeve 43, a sliding sleeve 44 and a hinge 45, the copper sleeve 41 is movably sleeved outside the driving shaft 21, the copper sleeve 41 is sleeved inside the bearing 42, the copper sleeve 41 is connected with the sliding sleeve 44, the bearing 42 is sleeved inside the lifting sleeve 43, the lifting sleeve 43 is drivingly connected with the actuating assembly 50 and can move up and down along the axial direction of the driving shaft 21, the sliding sleeve 44 is rotatably connected with the hinge 45, and the hinge 45 is further rotatably connected with the propeller 32, so that the propeller 32 can rotate relative to the rotor head 31.

Therefore, when the actuating assembly 50 acts, the lifting sleeve 43 can be driven to ascend or descend, the lifting sleeve 43 synchronously drives the copper sleeve 41 and the sliding sleeve 44 to move, the sliding sleeve 44 is rotatably connected with the hinge 45, the hinge 45 can also be synchronously pushed and pulled to move, and finally the hinge 45 drives the propeller 32 to rotate around the rotor shaft, so that the spatial attitude adjustment can be realized, and the pitch change among different blades is completed.

It is easy to understand that, in the four horn arms 100, only a part of the blades may rotate to complete the pitch adjustment, or all the blades may rotate to complete the pitch adjustment, and the control may be specifically performed according to actual needs.

On the basis of the above embodiment, the copper bush 41 is tightly fitted with the sliding bush 44 and can keep the two relatively still. Therefore, the copper bush 41 can be ensured to synchronously drive the sliding sleeve 44 to move up and down when moving up and down, and finally the purpose of driving the blades to rotate is achieved through the sliding sleeve 44.

On the basis of the above embodiment, the copper bush 41 is in clearance fit with the drive shaft 21. Therefore, the copper bush 41 has the capability of sliding up and down relative to the driving shaft 21, the relative movement friction resistance and abrasion between the copper bush and the driving shaft are reduced, and the posture adjustment of the blades and the pitch adjustment among the blades are more rapid and efficient.

As will be readily appreciated, in order to provide the lift and power required by the pitch variable aircraft 200 by enabling the drive shaft 21 to reliably drive the propeller assembly 30 to rotate, in some embodiments, the end of the drive shaft 21 is provided with a first locating connection, and the bottom of the rotor head 31 is provided with a second locating connection, which is fixedly connected to the first locating connection, so that the drive shaft 21 and the rotor head 31 can be kept relatively stationary.

Specifically, the first positioning connection portion and the second positioning connection portion may be configured to cooperate to form a snap connection structure, a threaded connection structure, etc., as long as it is ensured that the driving shaft 21 and the rotor head 31 are relatively stationary after being assembled, and the first positioning connection portion and the second positioning connection portion may be selectively implemented according to actual needs, and are not particularly limited herein.

With reference to fig. 4 and fig. 5, further, on the basis of any of the above embodiments, the actuating assembly 50 includes a lifting link 51, an actuating link 52, an actuator 53 and a fixing seat 54, the arm plate 10 is provided with a link seat 55, the middle portion of the lifting link 51 is rotatably disposed on the link seat 55, one end of the lifting link 51 is rotatably connected to the lifting sleeve 43, the other end of the lifting link 51 is rotatably connected to one end of the actuating link 52, the other end of the actuating link 52 is rotatably connected to the actuator 53, and the actuator 53 is disposed at the bottom of the arm plate 10 through the fixing seat 54.

Wherein the actuator 53 can be securely mounted to the bottom surface of the arm plate 10 through the fixing base 54. When the actuator 53 works, the actuator link 52 is driven to rotate and swing first, and then the actuator link 52 synchronously drives the lifting link 51 to rotate and swing, so that the lifting link 51 drives the lifting sleeve 43 to move up and down, thereby driving the propeller 32 to rotate and achieving the purpose of adjusting the propeller pitch. The actuator assembly 50 of the above embodiment has a simplified structure and a light weight, and is beneficial to reducing the load of the pitch-variable aircraft 200, and the driving force transmission path end enables the response speed of the rotation action of the propeller 32 to be fast, and the flight performance and the forced landing capability of the pitch-variable aircraft 200 can be greatly improved.

Furthermore, the lifting link 51 is rotatably connected to the actuator link 52 through the first joint bearing 42, the actuator link 52 is rotatably connected to the actuator 53 through the second joint bearing 42, and the lifting link 51 is rotatably connected to the lifting sleeve 43 through the third joint bearing 42. Therefore, the rotation of each part can be ensured to be reliable and smooth.

With continued reference to fig. 4 and 5, the horn 100 further includes a landing gear seat 60 and a landing gear rod 70, the landing gear seat 60 being disposed at the bottom of the arm plate 10, the landing gear rod 70 being disposed on the landing gear seat 60. By providing landing gear rods 70, pitch-controlled aircraft 200 can land smoothly while avoiding damage to fuselage 210 due to direct impact with the ground.

The technical features of the embodiments described above may be arbitrarily combined, and for the sake of brevity, all possible combinations of the technical features in the embodiments described above are not described, but should be considered as being within the scope of the present specification as long as there is no contradiction between the combinations of the technical features.

The above-mentioned embodiments only express several embodiments of the present invention, and the description thereof is more specific and detailed, but not construed as limiting the claims. It should be noted that, for a person skilled in the art, several variations and modifications can be made without departing from the inventive concept, which falls within the scope of the present invention. Therefore, the protection scope of the present patent shall be subject to the appended claims.

Claims (10)

1. A horn, characterized in that said horn comprises:

an arm plate;

the driving piece is arranged on the arm plate and provided with a driving shaft;

the propeller assembly comprises a rotor head and a propeller, the rotor head is in driving connection with the driving shaft, and the propeller is rotatably arranged on the rotor head;

the driving sleeve assembly is movably arranged on the driving shaft in a lifting mode and can drive the propeller to rotate; and

and the actuating assembly is arranged on the arm plate and is in driving connection with the driving sleeve assembly.

2. The horn of claim 1, wherein the driving member is vertically disposed on the arm plate such that the driving shaft passes through the arm plate and extends above the arm plate, the driving sleeve assembly includes a copper sleeve, a bearing, a lifting sleeve, a sliding sleeve, and a hinge, the copper sleeve is movably sleeved outside the driving shaft, the copper sleeve is sleeved in the bearing, the copper sleeve is connected with the sliding sleeve, the bearing is sleeved in the lifting sleeve, the lifting sleeve is in driving connection with the actuating member and can move up and down along the axial direction of the driving shaft, the sliding sleeve is rotatably connected with the hinge, and the hinge is further rotatably connected with the propeller such that the propeller can rotate relative to the rotor head.

3. A horn according to claim 2 wherein said copper sleeve is in secure engagement with said sliding sleeve and is capable of holding both stationary relative to each other.

4. A horn according to claim 2 wherein said copper sleeve is a clearance fit with said drive shaft.

5. A robot arm as claimed in any of claims 2 to 4, wherein the end of the drive shaft is provided with a first locating connection and the bottom of the rotor head is provided with a second locating connection which is fixedly connected to the first locating connection so that the drive shaft and the rotor head can remain relatively stationary.

6. A machine arm according to any of claims 2 to 4, characterized in that the actuating assembly comprises a lifting connecting rod, an actuating connecting rod, an actuator and a fixing seat, the arm plate is provided with a connecting rod seat, the middle part of the lifting connecting rod is rotatably arranged on the connecting rod seat, one end of the lifting connecting rod is rotatably connected with the lifting sleeve, the other end of the lifting connecting rod is rotatably connected with one end of the actuating connecting rod, the other end of the actuating connecting rod is rotatably connected with the actuator, and the actuator is arranged at the bottom of the arm plate through the fixing seat.

7. A horn according to claim 6 further comprising a landing gear seat provided at the bottom of the arm plate and a landing gear bar provided on the landing gear seat.

8. A pitch-controlled aircraft, comprising:

a body; and

four horn according to any one of claims 1 to 7, four of said horns being circumferentially spaced on said fuselage.

9. The pitch horn aircraft of claim 8 wherein the fuselage comprises an upper cover plate, a base plate and two horn presses, the upper cover plate and the base plate being longitudinally spaced apart and interconnected, the two horn presses being connected between the upper cover plate and the base plate, and wherein one of the horn presses secures two of the horns in a diagonal or co-lateral arrangement between the upper cover plate and the base plate, and the other horn press secures the remaining two horns in a diagonal or co-lateral arrangement between the upper cover plate and the base plate.

10. The pitch horn of claim 9 wherein the fuselage further comprises an upper tube clamp, a lower tube clamp, and a stiffening tube clamped between the upper tube clamp and the lower tube clamp, the upper tube clamp being connected to the upper cover plate and the lower tube clamp being connected to the base plate.

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