CN205076036U - Aircraft - Google Patents
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- CN205076036U CN205076036U CN201520627673.XU CN201520627673U CN205076036U CN 205076036 U CN205076036 U CN 205076036U CN 201520627673 U CN201520627673 U CN 201520627673U CN 205076036 U CN205076036 U CN 205076036U
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Abstract
The utility model provides an aircraft. Aircraft includes the frame, and the frame has first rotor device, second rotor device, third rotor device and fourth rotor device, and four kinds of rotor devices have first rotor, second rotor, third rotor and fourth rotor respectively, wherein, the diameter of first rotor and second rotor equals that the diameter of third rotor and fourth rotor equals, first rotor and second rotor revolve to on the contrary, and third rotor and fourth rotor revolve to on the contrary, the diameter of first rotor is greater than the diameter of third rotor, wheel base between first rotor and the second rotor is greater than the wheel base between third rotor and the fourth rotor. Aircraft overall structure is simple, only need to change third rotor and fourth rotor the rotational speed alright realize aircraft's yawing rotation, and need not to adjust the rotational speed of four rotors, this with regard to greatly reduced the power consumption and the consumption of motor, prolonged the life -span and the battery time of endurance of motor to a certain extent.
Description
Technical field
The utility model relates to aircraft field, specifically, relates to a kind of aircraft realizing horizontal yaw.
Background technology
Usually, drive the power of aircraft upward movement to be called pulling force, the power of ordering about aircraft horizontal motion is called thrust.Existing aircraft uses vane type rotor as pulling force rotor usually for aircraft provides pulling force.
The Basic Flight Maneuver of aircraft has vertical displacement movement, seesaws, sideway movement, luffing, roll motion, yawing rotation.
See Fig. 1, for four-axle aircraft 200, its four motors are crosswise ground distribution in a horizontal plane in orthogonal X and Y-axis, and X-axis positive dirction is considered as heading.Motor 1 is positioned at X-axis positive axis, and motor 3 is positioned at X-axis and bears semiaxis; Motor 2 is positioned at Y-axis positive axis, and motor 4 is positioned at Y-axis and bears semiaxis; Z axis is vertical direction.
Dipping and heaving: four motors improve rotating speed simultaneously, the pulling force that four-axle aircraft 200 obtains increases and moves along Z axis positive dirction; Four motors reduce rotating speed simultaneously, and the pulling force that four-axle aircraft 200 obtains reduces and moves along Z axis negative direction.
Face upward motion of bowing: motor 1 raises speed, motor 3 reduction of speed, four-axle aircraft 200 rotates around Y-axis and lifts head and face upward, and moves along X-axis negative direction simultaneously; Otherwise four-axle aircraft 200 rotates and test head and nutation around Y-axis, move along X-axis positive dirction simultaneously.
Roll motion: motor 4 raises speed, motor 2 reduction of speed, four-axle aircraft 200 is left-leaning around X-axis rotation, and moves along Y-axis negative direction; Otherwise four-axle aircraft 200 rotates and Right deviation around X-axis, and moves along Y-axis positive dirction.When motor 4 and motor 2 speed discrepancy enough large time, just can there is complete transverse direction and roll in four-axle aircraft 200, i.e. roll motion.
Yawing rotation: because air resistance effect can form the reactive torque with direction of rotation in rotor 5 rotation process.In order to overcome reactive torque impact, the arrangement of four rotors 5 adopts two to rotate forward two reversions, and turning to of opposed rotor is identical.The size that each rotor 5 produces reactive torque is relevant with the rotating speed of rotor 5, and rotor 5 rotating speed is higher, and the reactive torque of generation is larger.When four rotor 5 rotating speeds are identical, the reactive torque that four rotors, 5 pairs of four-axle aircrafts 200 produce is cancelled out each other, and four-axle aircraft 200 relatively Z axis does not rotate; When the rotating speed of four rotors is incomplete same, when reactive torque can not be cancelled out each other completely, reactive torque can cause four-axle aircraft 200 to rotate relative to Z axis, thus realizes yawing rotation.Motor 1 and 3 rotating speed improves (rotating forward), and motor 2 and 4 rotating speed reduces (reversion), and four-axle aircraft 200 will rotate around Z axis and deflect to the right, namely goes off course to the right.Because motor 1 and 3 rotating speed improves, motor 2 and 4 rotating speed reduces, and overall pulling force is constant, so four-axle aircraft 200 can not rise or decline.
At present, aircraft all utilizes inertia measuring module (IMU) to control flight attitude.Inertia measuring module comprises accelerometer and gyroscope, also known as INS.With reference to rectangular coordinate system in space, on X, Y, Z axis direction, arrange a gyroscope respectively, for measuring the rotary motion of Multi-axis aircraft on above-mentioned three directions; On X, Y, Z axis direction, arrange an accelerometer respectively, for measuring the acceleration/accel of Multi-axis aircraft motion of translation on above-mentioned three directions.The attitudes such as inertia measuring module can detect aircraft pitch, tilts, driftage, and by corresponding signal feedback to the control circuit of Multi-axis aircraft, Multi-axis aircraft adjusts flight attitude according to the control signal control motor speed of the gesture stability rule in the memory device be preset in control circuit or remote controller input.
Therefore, each rotor in above-mentioned four-axle aircraft is because air resistance effect can form the reactive torque with direction of rotation in rotation process, and in order to overcome reactive torque impact, in four rotors, two is rotating forward, two is reversion, and two rotor rotational directions on diagonal line are identical.The size of reactive torque is relevant with the rotating speed of each rotor, and when four motor speeds are identical, the reactive torque of four rotor generations balances mutually, and quadrotor not occurred level rotates, and namely yawing rotation does not occur.When four motor speeds are incomplete same, unbalanced reactive torque can cause quadrotor to horizontally rotate, thus realizes yawing rotation.This by changing the mode that motor speed realizes yawing rotation, not only consumption of current is large, and due to acceleration and deceleration continually, can increase motor power consumption, shortens life-span and the battery life of motor to a certain extent.
Aircraft 100 shown in Fig. 2 is a kind of existing three axle aircraft.Aircraft 100 has frame 110, and the two ends of the horn 111 of frame 110 arrange a motor 112 respectively, motor 112 are arranged a rotor 113.Frame 110 also comprises S. A. 120, and the end of S. A. 120 connects an afterbody motor 121 and anti-torque rotor 122.S. A. 120 can rotate, thus drives anti-torque rotor 122 to tilt to the both sides of S. A. 120.Two rotors 113 of aircraft 100 are a pair positive and negative oar, and the rotor that namely a pair propeller pitch angle size equidirectional is contrary, when two rotor 113 rotating speeds are identical, the reactive torque be subject to from air is cancelled out each other.Rotor 122 is positive oars or instead starches, therefore, aircraft 100 not only needs the rotating speed by adjusting rotor 122 to control flight attitude, also needs the angle of inclination being controlled rotor 122 by the rotation of S. A. 120, to balance the Air Reverse moment of torsion that rotor 122 is subject to.Visible, the structure of this aircraft is very complicated, and the control process maintaining its flight balance is comparatively loaded down with trivial details, and therefore the stability of this aircraft 100 is more weak.
Utility model content
Main purpose of the present utility model is to provide a kind of aircraft easily realizing yawing rotation.
In order to realize above-mentioned main purpose, the aircraft that the utility model provides comprises frame; Axis both sides, frame front end have the first rotor driver and the second rotor driver, and frame rear end axis both sides have the 3rd rotor driver and the 4th rotor driver; First rotor driver has the first rotor, and the second rotor driver has the second rotor, and the 3rd rotor driver has the 3rd rotor, and the 4th rotor driver has the 4th rotor; The equal diameters of the first rotor and the second rotor, the equal diameters of the 3rd rotor and the 4th rotor; First rotor is contrary with the second rotor rotation direction, and the 3rd rotor is contrary with the 4th rotor rotation direction; The diameter of the first rotor is greater than the diameter of the 3rd rotor; Wheelbase between first rotor and the second rotor is greater than the wheelbase between the 3rd rotor and the 4th rotor.
From such scheme, rotating speed differential can be produced between 3rd rotor and the 4th rotor, thus realize the yawing rotation of aircraft, compared with three axle aircraft of prior art or four-axle aircraft, aircraft integral structure is simple, only needs the rotating speed of change the 3rd rotor and the 4th rotor just can realize the yawing rotation of aircraft, and without the need to adjusting the rotating speed of four rotors, this just greatly reduces consumption of current and the power consumption of motor, extends life-span and the battery life of motor to a certain extent.
A preferred scheme is, the first rotor driver and the second rotor driver are distributed in the both sides of frame symmetrically, and the 3rd rotor driver and the 4th rotor driver are distributed in the both sides of frame symmetrically.
From such scheme, the scheme be arranged symmetrically with make the first rotor driver, the second rotor driver, the 3rd rotor driver and the 4th rotor driver power unit consumed power less, and be conducive to the simplification of the control algorithm of carry-on control program.In addition, be arranged symmetrically with and the load of the driver element of aircraft can be made less, overall stressed more stable.
A preferred scheme is that the arranged outside of the first rotor and/or the second rotor has duct.
From such scheme, pneumatic efficiency can be promoted and fly alerting ability and safety.
A preferred scheme is, the arranged outside of the 3rd rotor and/or the 4th rotor has duct.
From such scheme, pneumatic efficiency can be promoted and fly alerting ability and safety.
A preferred scheme is that the first rotor is driven by the first motor, and the first motor and the first rotor coaxial line are arranged; Second rotor is driven by the second motor, and the second motor and the second rotor coaxial line are arranged.
A preferred scheme is, the 3rd rotor is driven by the 3rd motor, and the 3rd motor and the 3rd rotor coaxial line are arranged; 4th rotor is driven by the 4th motor, and the 4th motor and the 4th rotor coaxial line are arranged.
A preferred scheme frame is provided with the first driver element, and the first driver element drives the first rotor and the second rotor respectively by transmission device.
A preferred scheme frame is provided with the second driver element, and the second driver element drives the 3rd rotor and the 4th rotor respectively by diff; Wherein, the axle drive shaft of the second driver element is connected with the input end of diff, and the first output shaft of diff is connected with the rotating shaft of the 3rd rotor, and the second output shaft of diff is connected with the rotating shaft of the 4th rotor; Between the first output shaft and the rotating shaft of the 3rd rotor, be provided with the first drg, between the second output shaft and the rotating shaft of the 4th rotor, be provided with second brake.
From such scheme, use driver element such as motor jointly to drive the 3rd rotor and the 4th rotor by diff, thus alleviate the weight of aircraft entirety; Energy flow is controlled by the effect of retarder, to regulate the rotating speed of the 3rd rotor and the 4th rotor, such scheme can not only avoid driver element as motor acceleration and deceleration and increase the loss of electric machine continually, and electrical motor gearshift interval can be reduced, ensure that motor remains in higher driving efficiency interval to run, extend service life and the battery life of motor further.
Preferred scheme is that the first drg and/or second brake are electromagnetic retarder further.
From such scheme, electromagnetic retarder makes to be non-contacting between retarder and output shaft on the one hand, thus Loss reducing; All right reverse charging, reclaims electric energy on the other hand.
Preferred scheme is that the first drg and/or second brake are made up of mechanical reducer and the electrical generator be fixed in frame respectively further.
From such scheme, mechanical reducer can comprise the first moving gear be arranged on the output shaft of diff and the second moving gear be arranged on alternator shaft engaged with this first moving gear, when the rotative speed of driving gear increases, it increases the resistance of output shaft, and slowing effect is obvious.
Accompanying drawing explanation
Fig. 1 is the constructional drawing of existing a kind of four-axle aircraft.
Fig. 2 is the constructional drawing of existing a kind of three axle aircraft.
Fig. 3 is the constructional drawing of the utility model aircraft first embodiment.
Fig. 4 is the constructional drawing at another visual angle of the utility model aircraft first embodiment.
Fig. 5 is the birds-eye view of the utility model aircraft first embodiment.
Below in conjunction with drawings and Examples, the utility model is described in further detail.
Detailed description of the invention
First embodiment:
As shown in Figure 3 and Figure 4, the aircraft of the present embodiment comprises frame 9, axis both sides, frame 9 front end have the first rotor driver 10 and the second rotor driver 20 be arranged symmetrically with, and axis both sides, frame 9 rear end have the 3rd rotor driver 30 and the 4th rotor driver 40 that are arranged symmetrically with.
As shown in Figure 5, the first rotor driver 10 has the first rotor 11, first motor 12 and the first duct 13.Second rotor driver 20 has the second rotor 21, second motor 22 and the second duct 23.3rd rotor driver 30 has the 3rd rotor 31, the 3rd motor 32 and the 3rd duct 33.4th rotor driver 40 has the 4th rotor 41, the 4th motor 42 and the 4th duct 43.Each duct is all arranged on the outside of corresponding rotor, in addition, first rotor 11 is driven by the first motor 12, first motor 12 and the first rotor 11 coaxial line are arranged, and the second rotor 21 is driven by the second motor 22, and the second motor 22 and the second rotor 21 coaxial line are arranged, 3rd rotor 31 is driven by the 3rd motor 32,3rd motor 32 and the 3rd rotor 31 coaxial line are arranged, and the 4th rotor 41 is driven by the 4th motor 42, and the 4th motor 42 and the 4th rotor 41 coaxial line are arranged.
The equal diameters of the first rotor 11 and the second rotor 21, the equal diameters of the 3rd rotor 31 and the 4th rotor 41.The diameter of the first rotor 11 is greater than the diameter of the 3rd rotor 31, and the such as diameter of the first rotor 11 is the twice of the diameter of the 3rd rotor 31 or three times.Here diameter refers to the diameter in circular planer area, rotor place, also can be understood as the diameter of the duct of rotor arranged outside.Wheelbase between first rotor 11 and the second rotor 21 is D1, and the wheelbase between the 3rd rotor and 31 the 4th rotors 41 is D2, and D1 is greater than D2, and such as D1 is the twice or three times of D2.
The aircraft of the present embodiment is in operational process, and the first rotor 11 is contrary with the second rotor 21 rotation direction, and the 3rd rotor 31 is contrary with the 4th rotor 41 rotation direction.
Second embodiment:
The axis both sides, aircraft frame front end of the present embodiment have the first rotor driver and the second rotor driver, and frame rear end axis both sides have the 3rd rotor driver and the 4th rotor driver.
First rotor driver has the first rotor, and the second rotor driver has the second rotor, and the 3rd rotor driver has the 3rd rotor, and the 4th rotor driver has the 4th rotor.
Frame is provided with the first driver element and the second driver element, the first driver element drives the first rotor and the second rotor respectively by transmission device, and wherein, the first driver element is such as motor and/or oil machine, and transmission device is such as V belt translation or shaft drive.Second driver element drives the 3rd rotor and the 4th rotor respectively by diff, and wherein, the second driver element is such as motor and/or oil machine.Particularly, the axle drive shaft of the second driver element is connected with the input end of diff, and the first output shaft of diff is connected with the rotating shaft of the 3rd rotor, and the second output shaft of diff is connected with the rotating shaft of the 4th rotor.Between the first output shaft and the rotating shaft of the 3rd rotor, be provided with the first drg, between the second output shaft and the rotating shaft of the 4th rotor, be provided with second brake.
First drg and second brake can be electromagnetic retarders.In addition, the first drg and second brake can also be made up of mechanical reducer and the electrical generator be fixed in frame.Wherein, mechanical reducer comprises the first moving gear be arranged on the output shaft of diff and the second moving gear be arranged in the rotating shaft of electrical generator engaged with this first moving gear, after the rotative speed of driving gear increases, it increases the resistance of output shaft, and slowing effect is obvious.
Finally it should be noted that, the utility model is not limited to above-mentioned embodiment, and such as the layout of the first rotor driver and the second rotor driver is not limited to a pair, can also be two to, three to or more.3rd rotor driver and the 4th rotor driver are also not limited to a pair, can also be multipair.The rotor of each rotor driver can also be coaxially be total to oar rotor a pair, or the positive and negative oar rotor of a pair tiling.Above-mentioned designs etc. are also within claims of the present utility model.
Claims (10)
1. aircraft, comprises
Frame;
Axis both sides, described frame front end have the first rotor driver and the second rotor driver, and described frame rear end axis both sides have the 3rd rotor driver and the 4th rotor driver;
Described first rotor driver has the first rotor, and described second rotor driver has the second rotor, and described 3rd rotor driver has the 3rd rotor, and described 4th rotor driver has the 4th rotor;
The equal diameters of described first rotor and described second rotor, the equal diameters of described 3rd rotor and described 4th rotor;
Described first rotor is contrary with described second rotor rotation direction, and described 3rd rotor is contrary with described 4th rotor rotation direction;
It is characterized in that:
The diameter of described first rotor is greater than the diameter of described 3rd rotor;
Wheelbase between described first rotor and described second rotor is greater than the wheelbase between described 3rd rotor and described 4th rotor.
2. aircraft according to claim 1, is characterized in that:
Described first rotor driver and described second rotor driver are distributed in the both sides of described frame symmetrically, and described 3rd rotor driver and described 4th rotor driver are distributed in the both sides of described frame symmetrically.
3. aircraft according to claim 1 and 2, is characterized in that:
The arranged outside of described first rotor and/or described second rotor has duct.
4. aircraft according to claim 1 and 2, is characterized in that:
The arranged outside of described 3rd rotor and/or described 4th rotor has duct.
5. aircraft according to claim 1 and 2, is characterized in that:
Described first rotor is driven by the first motor, and described first motor and described first rotor coaxial line are arranged;
Described second rotor is driven by the second motor, and described second motor and described second rotor coaxial line are arranged.
6. aircraft according to claim 1 and 2, is characterized in that:
Described 3rd rotor is driven by the 3rd motor, and described 3rd motor and described 3rd rotor coaxial line are arranged;
Described 4th rotor is driven by the 4th motor, and described 4th motor and described 4th rotor coaxial line are arranged.
7. aircraft according to claim 1 and 2, is characterized in that:
Described frame is provided with the first driver element, described first driver element drives described first rotor and described second rotor respectively by transmission device.
8. aircraft according to claim 1 and 2, is characterized in that:
Described frame is provided with the second driver element, described second driver element drives described 3rd rotor and described 4th rotor respectively by diff;
Wherein, the axle drive shaft of described second driver element is connected with the input end of described diff, and the first output shaft of described diff is connected with the rotating shaft of described 3rd rotor, and the second output shaft of described diff is connected with the rotating shaft of described 4th rotor;
Between described first output shaft and the rotating shaft of described 3rd rotor, be also provided with the first drg, between described second output shaft and the rotating shaft of described 4th rotor, be also provided with second brake.
9. aircraft according to claim 8, is characterized in that:
Described first drg and/or described second brake are electromagnetic retarder.
10. aircraft according to claim 8, is characterized in that:
Described first drg and/or described second brake are made up of mechanical reducer and the electrical generator be fixed in described frame respectively.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201520627673.XU CN205076036U (en) | 2015-08-19 | 2015-08-19 | Aircraft |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201520627673.XU CN205076036U (en) | 2015-08-19 | 2015-08-19 | Aircraft |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN205076036U true CN205076036U (en) | 2016-03-09 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201520627673.XU Active CN205076036U (en) | 2015-08-19 | 2015-08-19 | Aircraft |
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| Country | Link |
|---|---|
| CN (1) | CN205076036U (en) |
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN107176298A (en) * | 2017-05-28 | 2017-09-19 | 珠海磐磊智能科技有限公司 | Aircraft flight control method and aircraft |
| CN109050899A (en) * | 2018-09-14 | 2018-12-21 | 汉中天行智能飞行器有限责任公司 | A kind of more helicopters |
| JP2019069751A (en) * | 2018-07-10 | 2019-05-09 | 株式会社エアロネクスト | Rotorcraft |
| CN110869277A (en) * | 2017-10-10 | 2020-03-06 | 株式会社爱隆未来 | Rotorcraft |
-
2015
- 2015-08-19 CN CN201520627673.XU patent/CN205076036U/en active Active
Cited By (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN107176298A (en) * | 2017-05-28 | 2017-09-19 | 珠海磐磊智能科技有限公司 | Aircraft flight control method and aircraft |
| CN107176298B (en) * | 2017-05-28 | 2020-01-03 | 珠海磐磊智能科技有限公司 | Aircraft flight control method and aircraft |
| CN110869277A (en) * | 2017-10-10 | 2020-03-06 | 株式会社爱隆未来 | Rotorcraft |
| CN110869277B (en) * | 2017-10-10 | 2024-01-23 | 盐城辉空科技有限公司 | Rotorcraft |
| JP2019069751A (en) * | 2018-07-10 | 2019-05-09 | 株式会社エアロネクスト | Rotorcraft |
| JP7006930B2 (en) | 2018-07-10 | 2022-01-24 | 株式会社エアロネクスト | Rotorcraft |
| CN109050899A (en) * | 2018-09-14 | 2018-12-21 | 汉中天行智能飞行器有限责任公司 | A kind of more helicopters |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| C14 | Grant of patent or utility model | ||
| GR01 | Patent grant | ||
| TR01 | Transfer of patent right |
Effective date of registration: 20170421 Address after: 519000 Guangdong city of Zhuhai province Hengqin Baohua Road No. 6, room 105 -14724 Patentee after: Zhuhai pan Lei Intelligent Technology Co Ltd Address before: 519000 Guangdong Province, Zhuhai city Xiangzhou District Road No. 2 Building 2 martyrs Tong En Culture Communication Co. Ltd. Patentee before: He Chunwang |
|
| TR01 | Transfer of patent right |