CN117963189A

CN117963189A - Passive hinge-based lifting fuselage aircraft

Info

Publication number: CN117963189A
Application number: CN202410302334.8A
Authority: CN
Inventors: 刘昆; 秦梓杰; 曹明志; 李昕亮; 李开心; 魏静波; 刘美; 王春强; 胡嘉豪; 俞潇斌; 陈伟健
Original assignee: Sun Yat Sen University
Current assignee: Sun Yat Sen University
Priority date: 2024-03-18
Filing date: 2024-03-18
Publication date: 2024-05-03

Abstract

The invention relates to the technical field of unmanned aerial vehicles, and particularly discloses a lifting fuselage aircraft based on passive hinging, which comprises a lifting fuselage, a power supply, a main controller, a sub-controller and a plurality of power components; the lifting machine body is provided with a machine arm, and the power assembly is rotatably arranged at the end part of the machine arm; the power assembly comprises a cantilever, a connecting piece and two propellers; the two propellers are respectively arranged at two ends of the cantilever, and the central axes of the two propellers are perpendicular to the central axis of the cantilever; the connecting piece is fixedly arranged in the middle of the cantilever; the connecting piece is configured to be in rotary connection with the horn, and the central axis of the cantilever is configured to be perpendicular to the central axis of the horn; the propeller is configured to be electrically connected with the sub-controller, and the sub-controller is configured to be connected with the main controller; the sub-controller is used for controlling the propeller according to the information issued by the main controller; the passive hinged lift fuselage aircraft can realize the function of a tilting rotor without using a tilting rudder, and has high maneuverability.

Description

Passive hinge-based lifting fuselage aircraft

Technical Field

The invention relates to the technical field of unmanned aerial vehicles, in particular to a lifting fuselage aircraft based on passive hinging.

Background

The position change of the common gyroplane is carried out through the posture change, and the position and the posture of the common gyroplane are coupled. This feature limits its ability to maneuver and its application to some specific tasks. To solve this problem, tiltrotors that can generate vector thrust have been developed. At present, a tilting rotorcraft mostly uses a tilting rudder to realize tilting of a thruster, and the tilting rudder and a mounting structure thereof cause weight redundancy, the travel limit of a steering engine causes limited tilting angle, extra constraint is brought to a control scheme, and instability is easy to occur under extreme conditions.

Disclosure of Invention

The technical problem to be solved by the invention is to provide a passive hinged lifting fuselage aircraft, which can realize the function of a tilting rotor without using a tilting rudder, realizes higher maneuverability and has no limit of travel range.

In order to solve the problems, the invention adopts the following technical scheme:

A lifting fuselage aircraft based on passive hinging comprises a lifting fuselage, a power supply, a main controller, a sub-controller and a plurality of power components.

The lift fuselage has a horn, and the power assembly is rotatably disposed at an end of the horn.

The power assembly comprises a cantilever, a connecting piece and two propellers.

The two propellers are respectively arranged at two ends of the cantilever, and the central axes of the two propellers are perpendicular to the central axis of the cantilever.

The connecting piece is fixedly arranged in the middle of the cantilever.

The connecting piece is configured to be in rotary connection with the horn, and the central axis of the cantilever is configured to be perpendicular to the central axis of the horn.

The propeller is configured to be electrically connected with the sub-controller, and the sub-controller is configured to be connected with the main controller.

The sub-controller is used for controlling the propeller according to the tensile force and the direction information issued by the main controller.

In a passive hinge based lift fuselage aircraft provided by at least one embodiment of the present disclosure, further comprising: a depth camera and an inertial measurement unit.

The depth camera and the inertial measurement unit are electrically connected with the main controller.

In the passive hinge-based lift fuselage aircraft provided by at least one embodiment of the present disclosure, a tail rudder assembly is disposed at the tail end of the lift fuselage.

The tail vane assembly is configured to be electrically connected with the main controller.

In the passive hinge based lift fuselage aircraft provided in at least one embodiment of the present disclosure, the sub-controllers and the power components are all provided with four, and the four sub-controllers and the four power components are in one-to-one correspondence.

In the passive hinge-based lift fuselage aircraft provided by at least one embodiment of the present disclosure, the horn and the cantilever are both in a tubular arrangement.

In the lift fuselage aircraft based on passive hinging provided in at least one embodiment of the present disclosure, the connector comprises: a housing and a plurality of bearings.

The bearings are fixedly connected with the shell, and the central axes of the bearings coincide.

The horn is configured to be rotatably coupled to the housing by a plurality of the bearings.

The cantilever is fixedly connected with the shell, and the sub-controller is fixedly configured on the shell.

In a passive hinged-based lift fuselage aircraft provided in at least one embodiment of the present disclosure, the lift fuselage also has a plurality of landing gear.

One end of the landing gear is fixedly connected with the lifting machine body, and the other end of the landing gear is provided with an adsorption device.

In the passive hinge-based lift fuselage aircraft provided by at least one embodiment of the present disclosure, an energy absorption hole is provided at one end of the landing gear, which is close to the lift fuselage.

In a passive hinge based lift fuselage aircraft provided in at least one embodiment of the present disclosure, the lift fuselage is provided with a cargo compartment and a door.

The cargo hold is configured to be hingedly connected to the lift fuselage.

The beneficial effects of the invention are as follows:

1. Compared with a small rotorcraft capable of landing and taking off in a complex and narrow environment such as a street, the cargo aircraft has larger cargo warehouse volume and loading capacity and can carry cargoes with larger volume and weight.

2. Compared with a vertical take-off and landing fixed wing unmanned aerial vehicle with larger carrying capacity, the vertical take-off and landing fixed wing unmanned aerial vehicle has more loose take-off and landing conditions, and a take-off point is not required to be set. Meanwhile, the self-attitude of the aircraft can be changed, the aircraft is converted from a horizontal attitude to a vertical attitude, the aircraft smoothly passes through a narrow aeronautical airspace through a small cross section area of the aircraft, and the aircraft takes off from a complex ground environment, so that the contradiction between a large load and a large take-off and landing space is solved through a pose decoupling mode.

Drawings

In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings required for the description of the embodiments will be briefly described below, and it is apparent that the drawings in the following description are only some embodiments of the present invention, and other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.

FIG. 1 is a perspective view of a passively hinged-based lift fuselage aircraft in some embodiments.

FIG. 2 is a top view of a passively hinged-based lift fuselage aircraft in some embodiments.

FIG. 3 is a side view of a passively hinged-based lift fuselage aircraft in some embodiments.

FIG. 4 is a schematic diagram of a power assembly in some embodiments.

FIG. 5 is a perspective view of a passively hinged-based lift fuselage aircraft in some embodiments.

FIG. 6 is a block diagram of the component connections of a passively hinged-based lift fuselage aircraft in some embodiments.

FIG. 7 is a block diagram of the component connections of a passively hinged-based lift fuselage aircraft in some embodiments.

FIG. 8 is a schematic view of a passively hinged lift fuselage aircraft of the present invention during take-off and landing at different conditions.

FIG. 9 is a schematic structural view of a passively hinged-based lift fuselage aircraft in some embodiments.

FIG. 10 is a schematic view of a partial structure of a passively hinged-based lift fuselage aircraft in some embodiments.

In the figure:

10. a lift fuselage; 11. a horn; 12. a warehouse; 13. a cabin door; 14. landing gear; 111. an energy absorption hole;

20. A power supply;

30. a main controller;

40. a sub-controller;

50. A power assembly; 51. a cantilever; 52. a connecting piece; 53. a propeller; 521. a housing; 522. a bearing;

60. A depth camera;

70. an inertial measurement unit;

80. And a tail vane assembly.

Detailed Description

The technical solutions in the embodiments will be clearly and completely described below with reference to the drawings in the embodiments, and it is obvious that the described embodiments are only some embodiments, not all embodiments.

In order to realize the rapid carrying application requirements of cargoes between buildings in a complex dynamic environment, the carrying unmanned aerial vehicle is required to have the capabilities of large volume, high load, vertical take-off and landing, flexible pose change, autonomous flight, target identification, obstacle avoidance and the like. Therefore, the passive hinged tilting rotor wing technology is combined with a new concept of a large-volume lifting body fuselage, the intelligent recognition and autonomous navigation obstacle avoidance technology can be provided, and the large-volume cargo warehouse is used for carrying cargoes, so that the rapid transport of cargoes between buildings is realized. The passive hinge tilting rotor wing technology realizes self pose decoupling, so that climbing on a building wall is possible, and unloading objects can be taken and unloaded more conveniently and rapidly.

To achieve a larger cargo space volume, the nacelle requires a larger volume, which tends to create more drag and reduce the payload. Therefore, the aerodynamic optimization of the appearance of the airframe is considered, the appearance of the lifting body is adopted, and the lifting force can be additionally generated while the larger volume is reserved, so that the flight efficiency is improved, and the cruising time is increased.

Four power components are adopted, each power component is rotationally connected with the horn, and the resultant force and resultant moment of the power components can be changed through the rotation speed difference of the two propellers. Each power assembly can be regarded as a resultant force and a resultant moment, and is equivalent to a total pulling force and a total moment at the gravity center of the unmanned aerial vehicle, so as to control the posture of the unmanned aerial vehicle. Therefore, the unmanned plane can get rid of position dependence through vector thrust, and realize hovering and even free gesture under any motion state.

The structure of a passively hinged-based lift fuselage aircraft will be described below with reference to the accompanying drawings.

As shown in fig. 1,2,3, 4 and 6, the present embodiment provides a passive hinged-based lift fuselage aircraft, including a lift fuselage 10, a power supply 20, a main controller 30, a sub-controller 40 and a plurality of power assemblies 50. Because the cabin needs a larger volume for realizing a larger cabin volume, the larger cabin volume often brings resistance and reduces effective load, the airframe adopts a lifting body shape, and can additionally generate lifting force while keeping a larger volume, thereby improving flight efficiency and increasing cruising time.

Further, NACA2412 is employed in the cross-sectional airfoil of the lift fuselage 10.

Further, the main controller 30 is installed in the middle of the lift fuselage 10, and the main controller 30 is internally provided with an inertial navigation measurement unit for measuring the overall attitude of the fuselage, calculates the tension and the tension direction required to be generated by each power assembly 50 through a cascade PID control algorithm of the main controller 30, and distributes the information of the desired tension and the direction to the sub-controllers 40 through serial communication. The sub-controller 40 is responsible for controlling the power assembly 50, and according to the magnitude and direction of the tensile force issued by the main controller 30, controls the power assembly 50 to generate a rotation differential speed, and finally makes the power assembly rapidly rotate to a desired direction and generate a corresponding tensile force.

Further, the lift fuselage 10 has a horn 11, and the power assembly 50 is rotatably disposed at an end of the horn 11.

Further, the power assembly 50 includes a cantilever arm 51, a connecting member 52 and two thrusters 53; the two propellers 53 are fixedly arranged at two ends of the cantilever 51 respectively, and the central axes of the two propellers 53 are perpendicular to the central axis of the cantilever 51; the connecting piece 52 is fixedly arranged in the middle of the cantilever 51; the connection member 52 is configured to be rotatably connected to the horn 11, and the central axis of the cantilever 51 is configured to be perpendicular to the central axis of the horn 11. The whole power assembly 50 is light in weight and can realize tilting without a steering engine.

Further, the propeller 53 includes a propeller and a motor. The propeller is fixedly connected with an output shaft of the motor.

Further, the propeller 53 is configured to be electrically connected to the sub-controller 40, and the sub-controller 40 is configured to be connected to the main controller 30.

In the present embodiment, the lift fuselage 10 is provided with obstacle sensors (not shown) in front of, behind, below and sideways, and the obstacle sensors are electrically connected to the main controller 30.

In this embodiment, the tail end of the lift fuselage 10 is provided with a tail vane assembly 80; the tail vane assembly 80 is configured to be electrically connected to the main controller 30. The tail rudder assembly 80 is mounted at the tail of the lift fuselage 10 to provide pitching moment during flight, which helps to improve the stability of the unmanned aerial vehicle.

In the present embodiment, four sub-controllers 40 and four power assemblies 50 are provided, and the four sub-controllers 40 are in one-to-one correspondence with the four power assemblies 50.

In this embodiment, the arm 11 and the cantilever 51 are both configured in a tubular shape.

Illustratively, the horn 11 and the cantilever arm 51 are both made of carbon fiber tubes, which are lightweight, high in strength, low in cost and easy to manufacture. The carbon fiber material has high tensile strength, good energy absorption, shock resistance and corrosion resistance and long service life.

In the present embodiment, the connecting member 52 includes: a housing 521 and a plurality of bearings 522.

Specifically, the plurality of bearings 522 are fixedly connected to the housing 521, and central axes of the plurality of bearings 522 coincide.

Specifically, the horn 11 is configured to be rotatably coupled to the housing 521 by a plurality of bearings 522.

Specifically, the cantilever 51 is fixedly connected to the housing 521, and the sub-controller 40 is fixedly disposed on the housing 521.

As shown in fig. 9, in some embodiments, the lift fuselage 10 is provided with a cargo compartment 12 and a door 13, the cargo compartment 12 being configured for hinged connection with the lift fuselage 10.

Illustratively, an electric telescopic rod (not shown) is disposed in the cargo compartment 12, two ends of the electric telescopic rod are respectively hinged with the cabin door 13 and the wall surface of the cargo compartment 12, the electric telescopic rod is electrically connected with the main controller, and the cargo compartment 12 is opened and closed by controlling the electric telescopic rod.

As shown in fig. 9 and 10, in some embodiments, the passively hinged-based lift fuselage aircraft, the lift fuselage 10 also has a plurality of landing gear 14; one end of the landing gear 14 is configured to be fixedly connected to the lift fuselage 10, and the other end of the landing gear 14 is provided with an adsorption device (not shown). The landing gear 14 is provided with an energy absorption hole 111 at one end near the lift fuselage 10.

In order to meet the forced landing task in an emergency, the landing gear can be broken through the energy absorption holes 111 so as to absorb impact, so that the landing gear can safely transition to the ground, and then the forced landing is completed through sliding friction.

In order to ensure that the landing gear is actively broken under impact load, the landing gear adopts an energy absorption design, active stress concentration of the part is realized through the energy absorption holes 111, and the joint of the landing gear can be broken firstly under the forced landing state. In order to ensure the fracture, the landing gear is made of ABS engineering plastic, and is integrally formed and processed with the lifting machine body, so that the landing gear can be broken smoothly.

Furthermore, the landing gear section adopts NACA0012 symmetrical wing shape, thereby reducing the wind resistance of the landing gear and greatly reducing the energy loss in the low-speed stage. And the pneumatic efficiency is increased, and meanwhile, an extra yaw stability margin is provided, so that the control complexity of the unmanned aerial vehicle is reduced.

As shown in fig. 7, in some embodiments, the passive-hinge-based lift fuselage aircraft further includes: a depth camera 60 and an inertial measurement unit 70; the depth camera 60 and the inertial measurement unit 70 are both electrically connected to the main controller 30.

The depth camera 60 is arranged at the machine head of the lifting machine body 10, the depth camera 60 adopts an Intel D435i depth camera, can output 1280x720 resolution depth images, has a capturing distance of 10 meters, and has good low illumination performance. Meanwhile, an inertial measurement unit is provided, and a six-degree-of-freedom tracking function can be realized by combining visual data. The main controller 30 cooperates with visual information collected by the depth camera to perform complex task calculations such as visual obstacle avoidance and navigation planning.

A passively hinged-based lift fuselage aircraft will now be described with reference to the accompanying drawings and modes of operation.

The passively articulated lift fuselage aircraft based on the detection of the terminal issued mission, the main controller 30 immediately starts up and enters a ready state. The initial stage will perform a comprehensive inspection of the unmanned aerial vehicle system, including validating battery power, communication signal strength, accuracy of the navigation system, and the function of all key sensors. The unmanned aerial vehicle is ensured to automatically take off and drive to the target point after being in the optimal working state before executing the task, and the air traffic condition is monitored and acquired in real time through UTMISS and other systems, and the unmanned aerial vehicle is independently planned and navigated through UNC.

When the task in the transportation is executed, geographic information is required to be received in real time through GIS and the like, and comprehensive evaluation is carried out by combining weather and environmental conditions on the path, so that the self-route is continuously optimized. When an emergency is met, the system can automatically avoid and bypass certain airspace, and re-plan a route to carry out a delivery task.

After the specific place is reached, the specific place is divided into different take-off and landing modes according to different task backgrounds and airspace conditions, and the different take-off and landing modes are handled through different strategies.

When the vehicle needs to take off and land horizontally on a complex ground, as shown in a) of fig. 8, the obstacle sensors at the front, rear, lower and side can be mounted to automatically identify nearby obstacles, and the sensor fusion technology is used to obtain accurate pose data of the vehicle. After the accurate data is read, the propeller 53 can be automatically calculated and controlled by the main controller 30 to reduce the vertical plane reference area by rotating the lifting machine body angle so as to take off through a complex ground airspace, and the constraint on the size of the unmanned aerial vehicle is greatly reduced.

When the lifting in the vertical state is required, intelligent perception can be realized through the carried sensor fusion data. As shown in b) in fig. 8, when the lift fuselage 10 approaches a target such as a window, the target is perceived autonomously, a task scene is identified and corresponding control switching is performed, and whether the scene meets the stop requirement or not is determined autonomously, and hovering or stop near the target is realized.

While embodiments of the application have been illustrated and described above, the scope of the application is not limited thereto, and any changes or substitutions that do not undergo the inventive effort are intended to be included within the scope of the application; no element, act, or instruction used herein should be construed as critical or essential unless explicitly described as such.

Claims

1. A passively hinged-based lift fuselage aircraft, comprising: the lifting machine comprises a lifting machine body, a power supply, a main controller, a sub-controller and a plurality of power components;

the lifting machine body is provided with a machine arm, and the power assembly is rotatably arranged at the end part of the machine arm;

the power assembly comprises a cantilever, a connecting piece and two propellers;

The two propellers are respectively arranged at two ends of the cantilever, and the central axes of the two propellers are perpendicular to the central axis of the cantilever;

The connecting piece is fixedly arranged in the middle of the cantilever;

the connecting piece is configured to be in rotary connection with the horn, and the central axis of the cantilever is configured to be perpendicular to the central axis of the horn;

the propeller is configured to be electrically connected with the sub-controller, and the sub-controller is configured to be connected with the main controller;

the sub-controller is used for controlling the propeller according to the information issued by the main controller.

2. The passively hinged-based lift fuselage aircraft of claim 1 further comprising: a depth camera and an inertial measurement unit;

3. The passively hinged-based lift fuselage aircraft of claim 1, wherein the tail end of the lift fuselage is provided with a tail rudder assembly;

4. The passively hinged-based lift fuselage aircraft of claim 1 wherein four sub-controllers and power assemblies are provided, and wherein four sub-controllers are in one-to-one correspondence with four power assemblies.

5. The passively hinged-based lift fuselage aircraft of claim 1 wherein the horn and cantilever are both tubular in configuration.

6. The passively hinged-based lift fuselage aircraft of claim 1 wherein the connector comprises: a housing and a plurality of bearings;

the bearings are fixedly connected with the shell, and the central axes of the bearings coincide;

the horn is configured to be rotatably connected with the housing through a plurality of bearings;

7. The passively hinged-based lift fuselage aircraft of claim 1, wherein the lift fuselage further has a plurality of landing gears;

8. The passively hinged-based lift fuselage aircraft of claim 7, wherein the landing gear has an energy absorption hole at an end thereof adjacent to the lift fuselage.

9. A passively hinged-based lifting fuselage aircraft according to claim 8, characterized in that the lifting fuselage is provided with cargo holds and hatches;

The cargo hold is configured to be hingedly connected to the lift fuselage.