CN206984338U - Flight instruments - Google Patents
Flight instruments Download PDFInfo
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- CN206984338U CN206984338U CN201720683728.8U CN201720683728U CN206984338U CN 206984338 U CN206984338 U CN 206984338U CN 201720683728 U CN201720683728 U CN 201720683728U CN 206984338 U CN206984338 U CN 206984338U
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- inner support
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- aircraft body
- rotating
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- 230000004308 accommodation Effects 0.000 abstract 2
- 230000005484 gravity Effects 0.000 description 13
- 230000013011 mating Effects 0.000 description 3
- 230000004048 modification Effects 0.000 description 2
- 238000012986 modification Methods 0.000 description 2
- 229920000049 Carbon (fiber) Polymers 0.000 description 1
- 239000004917 carbon fiber Substances 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 238000009434 installation Methods 0.000 description 1
- 239000003562 lightweight material Substances 0.000 description 1
- VNWKTOKETHGBQD-UHFFFAOYSA-N methane Chemical compound C VNWKTOKETHGBQD-UHFFFAOYSA-N 0.000 description 1
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Abstract
The utility model discloses a kind of flight instruments, including support arm, inner support and aircraft body.Support arm has accommodation space；Inner support is arranged in the accommodation space of support arm, is the first rotation connection between support arm；Aircraft body is arranged at inner support, with inner support for the second rotation connection, the rotary shaft that aircraft body rotates relative to the rotary shaft that inner support rotates perpendicular to inner support relative to support arm；Also, the barycenter of aircraft body is offset to the side for the rotary shaft that aircraft body rotates relative to inner support, the overall barycenter of both aircraft body and inner support is offset to the side for the rotary shaft that inner support rotates relative to support arm.Flight instruments provided by the utility model, it can normally be taken off on uneven place, the flatness requirement to place of taking off/land can be reduced.
Description
Technical Field
The utility model belongs to the technical field of but VTOL's unmanned aerial vehicle, especially, relate to a flight device.
Background
The multi-axis aircraft depends on the lift force provided by the propellers to take off, land and fly, so that the unmanned aerial vehicle needs to be righted before taking off so as to keep the propeller axis vertical.
Unmanned aerial vehicle's takeoff and landing have certain requirement to the levelness/roughness of taking off and landing platform, and when the ground in the place of taking off was rugged and uneven, unmanned aerial vehicle screw axis was difficult for keeping vertical state, consequently can increase the degree of difficulty of taking off.
SUMMERY OF THE UTILITY MODEL
The embodiment of the utility model provides a flying device can reduce flying device and require to the roughness in the place of taking off.
In a first aspect, a flying apparatus is provided that includes an outer support, an inner support, and an aircraft body. The outer bracket is provided with an accommodating space; the inner support is arranged in the accommodating space of the outer support and is in first rotary connection with the outer support; the aircraft main body is arranged on the inner support and is in second rotary connection with the inner support, and a rotary shaft of the aircraft main body rotating relative to the inner support is vertical to a rotary shaft of the inner support rotating relative to the outer support; the center of mass of the aircraft body is offset to one side of a rotating shaft of the aircraft body relative to the inner support, and the center of mass of the whole of the aircraft body and the inner support is offset to one side of the rotating shaft of the inner support relative to the outer support.
In a first possible implementation manner, a first locking device is further arranged between the inner support and the outer support, and the first locking device can prevent the inner support from rotating relative to the outer support; and/or a second locking device is arranged between the aircraft body and the inner support, and the second locking device can prevent the aircraft body and the inner support from rotating relatively.
With reference to the above possible implementations, in a second possible implementation, the first locking device and/or the second locking device includes an electromagnet mechanism, and the electromagnet mechanism includes a movable armature, and when the electromagnet mechanism is powered on or powered off, the movable armature is capable of acting on the inner bracket, the aircraft body, or the outer bracket to prevent an object acted on by the movable armature from rotating.
With reference to the foregoing possible implementation manner, in a third possible implementation manner, the aircraft body includes propellers, and a rotation plane of the propellers and a center of mass of the aircraft body are distributed on both sides of a rotation axis of the aircraft body rotating relative to the inner support.
In combination with the above possible implementation manners, in a fourth possible implementation manner, the external stent is spherical or hexahedral.
With reference to the foregoing possible implementation manners, in a fifth possible implementation manner, when the outer bracket is spherical, a base is disposed on the outer bracket, and the bottom of the base includes at least three supporting points located on the same plane.
In combination with the above possible implementation manners, in a sixth possible implementation manner, the bottom of the base is a plane.
With reference to the foregoing possible implementation manners, in a seventh possible implementation manner, the inner support and the outer support form a first rotational connection through a first rotating shaft; and/or the aircraft body forms a second rotary connection with the inner support through a second rotary shaft.
With reference to the foregoing possible implementation manners, in an eighth possible implementation manner, the inner support is a ring body, two inner support rotating shafts which are coaxially arranged are arranged on the ring body, and the inner support forms a first rotating connection with the outer support through the inner support rotating shafts.
With reference to the foregoing possible implementation manners, in a ninth possible implementation manner, the aircraft body includes four propellers; the aircraft main body is provided with an aircraft rotating shaft which is coplanar with rotating shafts of two diagonally arranged propellers in the four propellers; the aircraft body forms a second rotary connection with the outer bracket through the aircraft rotating shaft.
The embodiment of the utility model provides a flying device, the aircraft main part is rotationally connected on the inner support, and the inner support is rotationally connected on the outer support. When the flying device is parked in an inclined field, the gravity center of the aircraft main body can be offset to one side of the rotating shaft of the aircraft, which rotates relative to the inner support, the integral mass center of the aircraft main body and the inner support can be offset to one side of the rotating shaft of the inner support, which rotates relative to the outer support, and the gravity of the aircraft main body can generate torque to the aircraft main body or the inner support, so that the aircraft main body rotates, and finally the axis of the propeller of the aircraft main body is perpendicular to the horizontal plane, thereby the aircraft can normally take off and the requirement on the flatness of a take-off/landing field can be.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings needed to be used in the embodiments of the present invention will be briefly described below, and it is obvious that the drawings described below are only some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to these drawings without creative efforts.
Fig. 1 is a schematic perspective view of a flying apparatus according to an embodiment of the present invention;
fig. 2 is a top view of a heeling apparatus provided in accordance with an embodiment of the present invention;
fig. 3 is a front view of a heeling apparatus provided in accordance with an embodiment of the present invention;
fig. 4 is a schematic view of an application scenario of the flying apparatus according to an embodiment of the present invention;
fig. 5 is a top view of fig. 4.
Wherein,
110-outer support, 111-mounting rod body;
120-inner support, 121-inner support rotating shaft;
130-aircraft body, 131-propeller, 132-aircraft shaft.
Detailed Description
In order to make the objects, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention, and it is obvious that the described embodiments are some, but not all embodiments of the present invention. Based on the embodiments in the present invention, all other embodiments obtained by a person skilled in the art without creative efforts belong to the protection scope of the present invention.
In the following detailed description, numerous specific details are set forth in order to provide a thorough understanding of the present invention. It will be apparent, however, to one skilled in the art that the present invention may be practiced without some of these specific details. The following description of the embodiments is merely intended to provide a better understanding of the invention by illustrating examples of the invention.
It should be noted that the embodiments and features of the embodiments in the present application may be combined with each other without conflict. The present application will be described in detail below with reference to the embodiments with reference to the attached drawings.
Referring to fig. 1 to 3, fig. 1 is a schematic perspective view of an aircraft 100 according to an embodiment of the present invention, fig. 2 is a top view of the aircraft 100 according to an embodiment of the present invention, and fig. 3 is a front view of the aircraft 100 according to an embodiment of the present invention.
The flying device 100 includes an outer cradle 110, an inner cradle 120, and an aircraft body 130. In this embodiment, the outer frame 110 is a hexahedron formed by combining a plurality of rod bodies, and the outer frame 110 has an accommodating space. The inner bracket 120 is a ring body and is rotatably disposed in the accommodating space of the outer bracket 110. The inner bracket 120 forms a first rotational connection with the outer bracket 110 through a first rotational axis. The aircraft body 130 is rotatably provided on the inner bracket 120. The aircraft body 130 forms a second rotational connection with the inner support 120 via a second rotational axis. The rotation axis of the aircraft body 130 relative to the inner support 120 is perpendicular to the rotation axis of the inner support 120 relative to the outer support 110. Further, the center of mass of the aircraft body 130 is offset to the side of the rotational axis when the aircraft body 130 rotates with respect to the inner bracket 120, and the center of mass of the whole of the aircraft body 130 and the inner bracket 120 is offset to the side of the rotational axis when the inner bracket 120 rotates with respect to the outer bracket 110.
The outer bracket 110 includes fourteen equal-length rods, twelve of which form a hexahedral frame structure, the remaining two rods are mounting rods 111, and the two mounting rods 111 are respectively disposed in two opposite surfaces of the hexahedral frame structure. All be provided with the shaft hole on two installation body of rod 111, the axis collineation in two shaft holes. The external frame 110 may be made of a lightweight material, such as carbon fiber. The interior of the frame body of the outer support 110 is a containing space which can contain the inner support 120 and the aircraft body 130, and six surfaces of the outer support 110 can be used as bases for parking the flying device 100.
The inner support 120 is a circular ring, and two inner support rotating shafts 121 and two holes (not shown) for installing the aircraft body 130 are arranged on the inner support 120. In this embodiment, the first shaft includes an inner support shaft 121. The inner support 120 is in a first rotational connection with the outer support 110 via an inner support shaft 121. The two inner support rotating shafts 121 are arranged at different positions on the ring body of the inner support 120, and both extend out of the ring body along the radial direction of the inner support 120, and the axes of the two inner support rotating shafts 121 are collinear and coplanar with the circle center of the inner support 120. The axes of the two inner support rotation shafts 121 are offset to one side of one end surface of the ring body of the inner support 120, that is, the axes of the two inner support rotation shafts 121 are not coplanar with the middle section in the width direction of the ring body of the inner support 120. The axes of the two holes in the inner support 120 for mounting the aircraft body 130 are collinear, perpendicular to but not coplanar with the axis of the inner support shaft 121, i.e., in a spatially perpendicular relationship.
The inner bracket 120 is rotatably disposed in the shaft hole of the mounting rod body 111 on the outer bracket 110 by an inner bracket rotation shaft 121. When a weight with a certain mass is arranged on the inner support 120 and the gravity center of the weight deviates from the inner support rotating shaft 121, the gravity of the weight generates a rotating moment on the inner support rotating shaft 121, so that the inner support 120 can rotate until the weight rotates to the position below the inner support rotating shaft 121 along with the inner support 120 and is positioned in the same vertical plane with the inner support rotating shaft 121 (provided that the rotating moment is larger than the resisting moment generated by the friction force between the inner support rotating shaft 121 and the mounting rod body 111 on the inner support 120).
The aircraft body 130 is a quadcopter, and includes four propellers 131, which can take off and land vertically. The aircraft body 130 may be a Hao Xiang (Yuneec) Q500 or other four axis aircraft. Two aircraft rotating shafts 132 are arranged on the aircraft body 130, and the distance between the ends of the two aircraft rotating shafts 132 is greater than the common maximum circumcircle of the four propellers 131. In this embodiment, the second rotating shaft includes an aircraft rotating shaft 132, and the aircraft body 130 forms the second rotating connection with the outer bracket through the aircraft rotating shaft 132. In this embodiment, the center of mass of the aircraft body 130 is coplanar with but not collinear with the aircraft axis of rotation 132, and the plane of rotation of the propeller 131 is located on one side of the aircraft axis of rotation 132 and the center of mass of the aircraft body 130 is located on the other side of the aircraft axis of rotation 132. The aircraft shaft 132 is coplanar with the axes of two diagonally distributed propellers 131 of the four propellers of the aircraft body 130.
The aircraft body 130 is rotatably disposed in two holes of the inner bracket 120 by an aircraft rotation shaft 132. When the ring body of the inner support 120 is parallel to the horizontal plane and the rotation plane of the propeller 131 in the aircraft main body 130 is not parallel to the horizontal plane, the center of mass (center of gravity) of the aircraft main body 130 is offset to one side of the aircraft rotation shaft 132 and is not located in the same vertical plane as the aircraft rotation shaft 132, at this time, the gravity of the aircraft main body 130 generates a rotation moment to the aircraft rotation shaft 132, and the rotation moment can drive the aircraft main body 130 to rotate until the center of mass of the aircraft main body 130 rotates below the aircraft rotation shaft 132 and is located in the same vertical plane as the aircraft rotation shaft 132 (provided that the rotation moment is greater than the resistance moment generated by the friction force between the aircraft rotation shaft 132 and the inner support 120 to the aircraft rotation shaft 132.
When the flying apparatus 100 is parked in the horizontal plane in the manner shown in fig. 1, the bottom surface of the flying apparatus 100 is parallel to the horizontal plane, and the axes of the four propellers 131 of the aircraft body 130 are perpendicular to the horizontal plane, so that the flying apparatus 100 can be vertically lifted.
Referring to fig. 4 and 5, fig. 4 is a schematic view illustrating an application scenario of the flying apparatus 100 according to an embodiment of the present invention, and fig. 5 is a top view of fig. 4. When the aircraft body 130 is parked in the state shown in fig. 4, in the initial state where the bottom surface of the flying device 100 is at an angle to the horizontal plane, the center of gravity of the aircraft body 130 is offset to one side of the aircraft rotation axis 132 and is not located in the same vertical plane as the aircraft rotation axis 132, and the center of gravity of the whole of the inner support 120 and the aircraft body 130 is offset from the inner support rotation axis 121 and is not located in the same vertical plane as the inner support rotation axis 121. The rotation of the aircraft body 130 and/or the inner support 120 under the action of gravity can eventually make the rotation plane of the propeller 131 in the aircraft body 130 parallel to the horizontal plane, i.e., the state shown in fig. 4 and 5, the axis of the propeller 131 is perpendicular to the horizontal plane, and the flying device 100 can take off vertically normally.
The embodiment of the present invention provides a flight device 100, an aircraft body 130 is rotatably connected to an outer support 110 through an inner support rotating shaft 121 and an aircraft rotating shaft 132. When the flying device 100 is parked in an inclined place, the gravity center of the aircraft body 130 is offset to one side of the inner support rotating shaft 121 and/or the aircraft rotating shaft 132, the aircraft body 130 is rotated by the torque of gravity on the support rotating shaft 121 and/or the aircraft rotating shaft 132, and finally the axis of the propeller 131 is perpendicular to the horizontal plane, so that the aircraft can normally take off, and the requirement on the flatness of a take-off/landing place is lowered.
In some alternative embodiments, the outer support 110 may also be spherical in shape, i.e., a spherical cage. On the premise that the aircraft body 130 does not interfere with the inner support rotating shaft 121 and the outer support 110 when rotating, the outer support 110 is spherical, so that the overall occupied space of the flight device can be reduced. In addition, on uneven take-off and landing sites, the spherical outer support has better adaptability and can be more easily stopped stably. In other alternative embodiments, the outer frame 110 may have other shapes, such as a column shape or a regular polyhedron similar to a sphere, so long as the condition that the aircraft body 130 does not interfere with the rotation of the interior thereof is satisfied.
In some optional embodiments, the outer support 110 may also be a spherical cage, and the cage is further provided with a base, and the bottom of the base is a plane. The spherical cage body is not easy to stably park on the plane, and the stable parking of the spherical cage body can be conveniently realized by arranging the base. In other alternative embodiments, the bottom of the base includes three or more pivot points located in the same plane. For example, the base comprises three support rods, the pivot can be the tail ends of the three support rods, and the tail ends of the support rods are located on the same plane, so that stable support can be formed for the flying device.
In some alternative embodiments, the aircraft shaft 132 need not be coplanar with the axes of the two diagonally distributed propellers 131 in the aircraft body 130, but rather may be disposed radially of the annulus of the inner support 120.
In some embodiments, a ring body for mounting the inner bracket 120 may be disposed in the outer bracket 110, and accordingly, a mating portion for mating with an inner circumferential surface of the ring body on the inner bracket 120 is disposed on the inner bracket 120, i.e., the mating portion has an outer/partial outer circumferential surface with a diameter equal to that of the inner circumferential surface of the ring body on the inner bracket 120, and an axis of the outer/partial outer circumferential surface is perpendicular to an axis of the hole for mounting the aircraft rotating shaft 132. After the inner support 120 is connected with the ring body of the outer support 110 by the engaging portion, the inner support 120 can rotate on the ring body of the outer support 110, which is equivalent to that the engaging portion is arranged on the inner support 120 to replace the inner support rotating shaft 121 to realize the rotatable connection between the inner support 120 and the outer support 110.
In some embodiments, a locking device may also be provided between the aircraft body 130 and the inner support 120. Before taking off, after the propeller axis of the flying device is parallel to the vertical mode, the rotatable connection between the aircraft body 130 and the inner support 120 can be locked, and the situation that the stability of the flying device is influenced due to the fact that the aircraft body 130 rotates with the inner support 120 after taking off is prevented.
The locking device may be any device that prevents rotation between the inner support 120 and the aircraft body 130, for example, an electromagnet mechanism may be provided on the inner support 120, the electromagnet mechanism comprising a movable armature. When the electromagnet mechanism is powered on or powered off, the movable armature can act on the aircraft rotating shaft 132 of the aircraft body 130, so that the aircraft body 130 is prevented from rotating relative to the inner support 120. The movable armature may be directly against the surface of the aircraft shaft 132, with the resistive torque provided by friction between the two effecting resistance to rotation of the aircraft body 130 relative to the inner support 120. The surface of the movable armature contacting the aircraft rotating shaft 132 can also be arranged to be serrated, and the part of the aircraft rotating shaft 132 for contacting the movable armature can also be arranged to be serrated, so that the resistance torque can be provided through the concave-convex fit between the serrations, and the effect of preventing the aircraft main body 130 from rotating relative to the inner support 120 is achieved.
When the locking device is used, the electromagnet mechanism in the locking device can be controlled to be powered on or powered off through the remote control device.
In other alternative embodiments, the locking devices are disposed between the outer support 110 and the inner support 120, and between the aircraft body 130 and the inner support 120, and the structures of the two locking devices may be the same, such as the structures of the locking devices in the previous embodiments. In other alternative embodiments, the two locking devices may have different structures.
The embodiment of the utility model provides a flying device, aircraft main part 130 rotationally connects on inner support 120, and inner support 120 rotationally connects on outer support 110. When the flight device is parked in an inclined field, the gravity center of the aircraft body 130 is offset to one side of the aircraft rotating shaft 132, the integral mass center of the aircraft body 130 and the inner support 120 is offset to one side of the inner support rotating shaft 121, the aircraft body 130 can be rotated by means of torque generated by the gravity of the aircraft body to the inner support rotating shaft 121 and/or the aircraft rotating shaft 132, and finally the axis of the propeller is perpendicular to the horizontal plane, so that the normal takeoff can be realized, and the requirement on the flatness of the takeoff/landing field can be reduced.
The above description is only for the specific embodiments of the present invention, but the scope of the present invention is not limited thereto, and any person skilled in the art can easily think of various equivalent modifications or replacements within the technical scope of the present invention, and these modifications or replacements should be covered within the scope of the present invention. Therefore, the protection scope of the present invention shall be subject to the protection scope of the claims.
Claims (10)
1. A flying device, comprising:
the outer bracket is provided with an accommodating space;
the inner support is arranged in the accommodating space of the outer support and is in first rotating connection with the outer support; and
the aircraft body is arranged on the inner support and is in second rotating connection with the inner support, and a rotating shaft of the aircraft body rotating relative to the inner support is perpendicular to a rotating shaft of the inner support rotating relative to the outer support; and,
the center of mass of the aircraft body is offset to one side of a rotating shaft of the aircraft body relative to the inner support, and the center of mass of the whole of the aircraft body and the inner support is offset to one side of the rotating shaft of the inner support relative to the outer support.
2. The flying device as claimed in claim 1, wherein a first locking device is further arranged between the inner support and the outer support, and the first locking device can prevent the inner support from rotating relative to the outer support;
and/or the like and/or,
and a second locking device is arranged between the aircraft body and the inner support and can prevent the aircraft body and the inner support from rotating relatively.
3. A flying device according to claim 2, wherein the first and/or second locking means comprise an electromagnet mechanism comprising a movable armature which, when energized or de-energized, is capable of acting on the inner support, the aircraft body or the outer support to prevent rotation of an object on which the movable armature acts.
4. A flying device according to claim 1, wherein the aircraft body comprises propellers, the plane of rotation of the propellers and the centre of mass of the aircraft body being distributed on either side of the axis of rotation of the aircraft body relative to the inner support.
5. A flying device according to claim 1, characterised in that the outer support is spherical or hexahedral.
6. The flying device according to claim 5, wherein when the outer support is spherical, a base is arranged on the outer support, and the bottom of the base comprises at least three supporting points which are positioned on the same plane.
7. The heeling apparatus of claim 6, wherein a bottom of the base is planar.
8. The heeling apparatus of claim 1, wherein the inner support forms the first rotational connection with the outer support via a first rotational axis;
and/or the like and/or,
the aircraft body forms the second rotational connection with the inner support through a second rotating shaft.
9. A flying device according to claim 8, wherein the inner support is a ring body, two coaxially arranged inner support rotating shafts are arranged on the ring body, and the inner support and the outer support form the first rotating connection through the inner support rotating shafts.
10. The heeling apparatus of claim 8, wherein:
the aircraft body comprises four propellers;
the aircraft main body is provided with an aircraft rotating shaft which is coplanar with rotating shafts of two diagonally arranged propellers in the four propellers;
the aircraft body forms the second rotational connection with the outer support through the aircraft rotating shaft.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201720683728.8U CN206984338U (en) | 2017-06-13 | 2017-06-13 | Flight instruments |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201720683728.8U CN206984338U (en) | 2017-06-13 | 2017-06-13 | Flight instruments |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN206984338U true CN206984338U (en) | 2018-02-09 |
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ID=61395308
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201720683728.8U Active CN206984338U (en) | 2017-06-13 | 2017-06-13 | Flight instruments |
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| CN (1) | CN206984338U (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN111781820A (en) * | 2020-07-24 | 2020-10-16 | 滨州学院 | Model airplane PID algorithm control method based on gravity center dynamics |
-
2017
- 2017-06-13 CN CN201720683728.8U patent/CN206984338U/en active Active
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN111781820A (en) * | 2020-07-24 | 2020-10-16 | 滨州学院 | Model airplane PID algorithm control method based on gravity center dynamics |
| CN111781820B (en) * | 2020-07-24 | 2023-06-02 | 滨州学院 | Model airplane PID algorithm control method based on gravity center dynamics |
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