CN217575597U - Flight attitude control device and unmanned aerial vehicle aircraft - Google Patents

Abstract

The embodiment of the application discloses a flight attitude control device and an unmanned aerial vehicle, wherein the unmanned aerial vehicle comprises a frame and a plurality of rotors, and the rotors are symmetrically arranged on the left side and the right side of the frame; the flight attitude control device comprises a mounting column, a first driving mechanism, a second driving mechanism and a third driving mechanism; one end of the mounting column, which is far away from the frame, is used for mounting the rotor wing, and one end of the mounting column, which is close to the frame, is movably connected to the frame; under the drive of a first driving mechanism, two mounting columns symmetrically arranged on the left side and the right side of the frame synchronously swing along the left-right direction; under the drive of the second driving mechanism, any two adjacent mounting columns on the left side of the frame synchronously swing along the front-back direction; under the drive of the third driving mechanism, any two adjacent mounting columns on the right side of the frame synchronously swing along the front-back direction. The embodiment of the application can deal with complex and changeable flight environments in real time.

Description

Flight attitude control device and unmanned aerial vehicle aircraft

Technical Field

The application relates to the technical field of aircrafts, in particular to a flight attitude control device and an unmanned aerial vehicle aircraft.

Background

The multi-rotor unmanned aerial vehicle enables the propeller to generate lift force to take off through the rotating power of the engine. When the lift sum of a plurality of screws equals the unmanned aerial vehicle total weight, unmanned aerial vehicle's lift is balanced with gravity mutually, and unmanned aerial vehicle can be in the air steady flight.

In the related art, lift difference or torque difference exists among a plurality of engines by changing output power of the engines or changing screw pitches of propellers, and the change of flight attitude of the multi-rotor unmanned aerial vehicle is realized.

However, many rotor unmanned aerial vehicle among the above-mentioned technical scheme has the problem that is difficult to deal with complicated changeable flight environment in real time.

SUMMERY OF THE UTILITY MODEL

In order to solve at least one problem that mentions in the background art, this application embodiment provides a flight attitude control device and unmanned aerial vehicle aircraft, can deal with complicated changeable flight environment in real time.

In order to achieve the above object, in a first aspect, an embodiment of the present application provides a flight attitude control apparatus, which is applied to an unmanned aerial vehicle including a frame and a plurality of rotors, where the rotors are symmetrically arranged on left and right sides of the frame;

the flight attitude control device comprises a mounting column, a first driving mechanism, a second driving mechanism and a third driving mechanism;

the mounting columns are arranged in a plurality, the number of the mounting columns is equal to the number of the rotors correspondingly, the mounting columns are used for mounting the rotors in a one-to-one correspondence manner, one ends of the mounting columns, far away from the frame, are used for mounting the rotors, and one ends of the mounting columns, near the frame, are movably connected to the frame;

the first driving mechanisms are installed between the two installation columns symmetrically arranged on the left side and the right side of the frame, and the two installation columns symmetrically arranged on the left side and the right side of the frame synchronously swing along the left-right direction under the driving of the first driving mechanisms;

the second driving mechanism is arranged between any two adjacent mounting columns on the left side of the frame, and any two adjacent mounting columns on the left side of the frame synchronously swing along the front-back direction under the driving of the second driving mechanism;

and any two adjacent mounting columns on the right side of the frame are provided with the third driving mechanism, and under the driving of the third driving mechanism, any two adjacent mounting columns on the right side of the frame synchronously swing along the front-back direction.

In one possible embodiment, the first drive mechanism comprises a first power member and two sets of first transmission assemblies;

the first power part is positioned between the two mounting columns connected with the first driving mechanism, the first ends of the two groups of first transmission assemblies are connected with the first power part, the second ends of the two groups of first transmission assemblies are respectively connected to the two mounting columns connected with the first driving mechanism, and the first ends of the first transmission assemblies and the second ends of the first transmission assemblies are positioned at the two opposite ends of the first transmission assemblies;

the second driving mechanism comprises a second power part and two groups of second transmission assemblies;

the second power part is positioned between the two mounting columns connected with the second driving mechanism, the first ends of the two groups of second transmission assemblies are connected with the second power part, the second ends of the two groups of second transmission assemblies are respectively connected to the two mounting columns connected with the second driving mechanism, and the first ends of the second transmission assemblies and the second ends of the second transmission assemblies are positioned at the two opposite ends of the second transmission assemblies;

the third driving mechanism comprises a third power part and two groups of third transmission assemblies;

the third power part is located with two that third actuating mechanism is connected between the erection column, two sets of the first end of third transmission assembly all with the third power part is connected, and two sets of the second end of third transmission assembly be connected to respectively with two that third actuating mechanism is connected on the erection column, the first end of third transmission assembly with the second end of third transmission assembly is located the relative both ends of third transmission assembly.

In one possible implementation, the first transmission assembly comprises a first transmission arm, a first transmission rod and a sleeve which are connected in sequence;

the first transmission arm is positioned at the first end of the first transmission assembly, the first transmission arm is fixedly connected with the first power part, and the first transmission arm extends along the horizontal direction;

the first transmission rod is hinged with the first transmission arm, and the first transmission rod swings in the extending surface of the first transmission arm relative to the first transmission arm;

the sleeve pipe is located first drive assembly's second end, is located first drive assembly's second end corresponds the department the periphery suit of erection column the sleeve pipe, the sleeve pipe is along corresponding department the extending direction of erection column slides, the sleeve pipe with first transfer lever universal connection.

In an implementation manner, the first transmission arms of the two sets of first transmission assemblies are integrally connected, the first transmission arms are provided with two pin holes arranged at intervals, pin shafts are respectively installed in the two pin holes, and the two first transmission rods are connected with the pin shafts on the corresponding sides.

In an implementation manner, the first transmission arms of the two groups of first transmission assemblies are integrally connected, a pin hole is formed in each first transmission arm, a coupler is hinged in each pin hole, and both the first transmission rods are connected with the couplers;

the coupler comprises a first pin shaft and a second pin shaft, wherein the first pin shaft and the second pin shaft are respectively positioned at the hole openings at the two ends of the pin hole, one of the first pin shaft and the second pin shaft is provided with a connecting shaft, and the connecting shaft penetrates through the pin hole and is in loose threaded connection with the other one of the first pin shaft and the second pin shaft.

In an implementation manner, the first pin shaft is provided with a through hole extending along a radial direction, the first transmission rod is arranged in the through hole in a penetrating manner, one end of the first pin shaft, which is far away from the second pin shaft, is provided with a threaded hole extending along an axial direction, the threaded hole is communicated with the through hole, and a locking screw is arranged in the threaded hole;

and/or the presence of a gas in the atmosphere,

the second pin shaft is provided with a through hole extending along the radial direction, the first transmission rod penetrates through the through hole, one end of the second pin shaft, far away from the first pin shaft, is provided with a threaded hole extending along the axial direction, the threaded hole is communicated with the through hole, and a locking screw is arranged in the threaded hole;

and/or the presence of a gas in the gas,

the mounting column is provided with a limiting ring for limiting the sliding range of the sleeve;

and/or the presence of a gas in the gas,

the left side of frame with the right side of frame the quantity of rotor is the even number, the left side of frame two groups of erection column, second actuating mechanism installs two with one set of between the erection column, the right side of frame two groups of erection column, third actuating mechanism installs two with one set of between the erection column.

In an implementation manner, the second transmission assembly comprises a second transmission arm, a second transmission rod and a second rotation shaft which are connected in sequence;

the second transmission arm is positioned at the first end of the second transmission assembly, the second transmission arm is fixedly connected with the second power piece, and the second transmission arm extends on a vertical plane parallel to the front-back direction;

the second transmission rod is hinged with the second transmission arm, and the second transmission rod swings in the extending surface of the second transmission arm relative to the second transmission arm;

the second rotating shaft is positioned at the second end of the second transmission assembly, the mounting column positioned at the position corresponding to the second end of the second transmission assembly is movably connected to the frame through the second rotating shaft, the second rotating shaft extends along the left-right direction, one end of the second rotating shaft is hinged to the mounting column at the corresponding position, the mounting column at the corresponding position swings in a set plane where the axial direction of the second rotating shaft is located, the other end of the second rotating shaft is rotatably connected to the frame, and the second rotating shaft is hinged to the second transmission rod;

the third transmission assembly comprises a third transmission arm, a third transmission rod and a third rotating shaft which are connected in sequence;

the third transmission arm is positioned at the first end of the third transmission assembly, the third transmission arm is fixedly connected with the third power part, and the third transmission arm extends on a vertical plane parallel to the front-back direction;

the third transmission rod is hinged with the third transmission arm, and the third transmission rod swings in the extension plane of the third transmission arm relative to the third transmission arm;

the third axis of rotation is located the second end of third transmission assembly is located the second end department of third transmission assembly the erection column passes through third axis of rotation swing joint to on the frame, the third axis of rotation extends along left right direction, the one end of third axis of rotation with correspond the department the erection column is articulated, corresponds the department the erection column is in the swing in the settlement plane at the axial place of third axis of rotation, the other end of third axis of rotation is rotated and is connected on the frame, the third axis of rotation with the third transfer line is articulated.

In an implementation manner, the second transmission arm extends towards two ends by taking the position where the second transmission arm is connected with the second power part as a center, and the two second power parts are respectively hinged at the end parts of the second transmission arm.

In an implementation manner, a mounting seat is arranged on the second rotating shaft, and the mounting seat is provided with a mounting hole extending along the axial direction of the second rotating shaft;

the second transfer line is including articulated section, locking section and the transmission section that connects gradually, articulated section is worn to locate in the mounting hole, locking section with the transmission section is in the relative both sides of articulated section extend in opposite directions, the transmission section with the second transmission arm is articulated.

In a second aspect, the embodiment of this application still provides an unmanned aerial vehicle aircraft, including frame and a plurality of rotor, still include foretell flight attitude control device, it is a plurality of the rotor symmetrical arrangement is in the left and right sides of frame, flight attitude control device installs in a plurality of the rotor with between the frame.

The embodiment of the application provides a flight attitude control device and unmanned aerial vehicle aircraft is applicable to the unmanned aerial vehicle aircraft including frame and a plurality of rotor, and a plurality of rotor symmetrical arrangement are in the left and right sides of frame. This flight attitude control device installs a plurality of rotors one-to-one on the erection column to through erection column swing joint on the frame, and then can change the angle of the rotation axis of rotor through the gesture of control erection column, realize the change of unmanned aerial vehicle aircraft in aerial flight attitude.

Specifically, the first driving mechanism controls the rotors on the left side and the right side to synchronously swing leftwards or rightwards, so that the control of the flying posture of the unmanned aerial vehicle aircraft to the left front or the right front is realized; the rotors on the left side and the right side are controlled to synchronously swing forwards or backwards through the second driving mechanism and the third driving mechanism, so that the control of the flying attitude of the unmanned aerial vehicle to the right front or the right back is realized; the rotor on the left side is controlled to synchronously swing forwards or backwards through the second driving mechanism, and the rotor on the right side is controlled to synchronously swing backwards or forwards through the third driving mechanism, so that the control of the flight attitude of the unmanned aerial vehicle steering rightwards or leftwards is realized. From this, through the swing of actuating mechanism control erection column, adjust the direction of the rotation axis of rotor to produce thrust in predetermineeing the direction, realize the control of unmanned aerial vehicle aircraft at aerial various flight gestures, avoid the defect that adaptability is poor brought through complicated calculation.

And because actuating mechanism connects between two liang of erection columns, its power take off can control two liang of erection columns synchronization action, avoids appearing the inconsistent condition of swing amplitude, has control accuracy height, and stability is more reliable advantage.

This unmanned aerial vehicle aircraft includes above-mentioned flight attitude control device, has same beneficial effect.

Drawings

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

Fig. 1 is a schematic structural diagram of an unmanned aerial vehicle aircraft provided in an embodiment of the present application;

fig. 2 is a schematic structural diagram of a flight attitude control device according to an embodiment of the present application;

fig. 3 is an exploded schematic view of a partial structure of a first driving mechanism of a flight attitude control device according to an embodiment of the present application;

fig. 4 is an exploded schematic view of a partial structure of a second driving mechanism of a flight attitude control device according to an embodiment of the present application;

fig. 5 is an exploded schematic view of a part of the structure of a third driving mechanism of a flight attitude control apparatus according to an embodiment of the present application;

fig. 6 is a schematic structural diagram of the unmanned aerial vehicle provided in the embodiment of the present application in a forward left-hand flight attitude;

fig. 7 is a schematic structural diagram of the unmanned aerial vehicle provided in the embodiment of the present application in a forward-right flying attitude;

fig. 8 is a schematic structural diagram of an unmanned aerial vehicle provided in an embodiment of the present application in a forward-forward flight attitude;

fig. 9 is a schematic structural diagram of the unmanned aerial vehicle provided in the embodiment of the present application in a forward-backward flight attitude;

fig. 10 is a schematic structural diagram of an unmanned aerial vehicle in a left-turn flight attitude according to the embodiment of the present application;

fig. 11 is a schematic structural diagram of the unmanned aerial vehicle in a rightward steering flight attitude, provided by the embodiment of the present application.

Description of reference numerals:

100-unmanned aerial vehicle;

110-a frame; 120-rotor wing;

200-a flight attitude control device;

210-a first drive mechanism;

211-a first power member; 212 — a first drive arm; 213-a first transfer lever; 214-a cannula; 215-a first pin; 216-a second pin; 217-connecting shaft; 2171-threads; 218-locking screws;

220-a second drive mechanism;

221-a second power member; 222-a second drive arm; 223-a second transmission rod; 2231-

A locking section; 2232-a hinged segment; 2233-a drive section; 224-a second rotational axis; 225-

A mounting seat; 226-third pin; 227-a locking nut;

230-a third drive mechanism;

231-a third motive element; 232-a third drive arm; 233-a third transmission rod; 234-a third rotational axis;

240-mounting posts;

241-a limiting ring.

Detailed Description

In the correlation technique, multi-rotor unmanned aerial vehicle makes a plurality of engines have lift difference or torque difference through changing engine output or changing screw pitch for realize its change of flight attitude.

However, in order to ensure the stable flight of the unmanned aerial vehicle, each time a flight attitude is adjusted, the output power of the engine or the pitch of the propeller needs to be accurately calculated through computer programming, the calculation process is very complicated, and the complex and variable flight environment is difficult to deal with in real time. In addition, by adopting the adjusting method, the unmanned aerial vehicle often has unstable situations such as inclination of the body when the flight attitude changes, which is not beneficial to carrying video equipment or observation instruments on the unmanned aerial vehicle.

Based on above-mentioned technical problem, the embodiment of this application provides a flight attitude control device and unmanned aerial vehicle aircraft, is applicable to the unmanned aerial vehicle aircraft including frame and a plurality of rotor, and a plurality of rotor symmetrical arrangement are in the left and right sides of frame. This flight attitude control device installs a plurality of rotors one-to-one on the erection column to through erection column swing joint on the frame, and then can change the angle of the rotation axis of rotor through the gesture of control erection column, realize the change of unmanned aerial vehicle aircraft in aerial flight attitude.

Specifically, the rotors on the left side and the right side are controlled to synchronously swing leftwards or rightwards through the first driving mechanism, so that the flying posture of the unmanned aerial vehicle aircraft in the left front or the right front is controlled; the rotors on the left side and the right side are controlled to synchronously swing forwards or backwards through the second driving mechanism and the third driving mechanism, so that the control of the flying posture of the unmanned aerial vehicle aircraft to the front or back is realized; the rotor on the left side is controlled to synchronously swing forwards or backwards through the second driving mechanism, and the rotor on the right side is controlled to synchronously swing backwards or forwards through the third driving mechanism, so that the control of the flight attitude of the unmanned aerial vehicle steering rightwards or leftwards is realized. From this, through the swing of actuating mechanism control erection column, adjust the direction of the rotation axis of rotor to produce thrust in predetermineeing the direction, realize the control of unmanned aerial vehicle aircraft at aerial various flight gestures, avoid the poor defect of adaptability brought through complicated calculation.

And because actuating mechanism connects between two liang of erection columns, its power take off can control two liang of erection columns synchronization action, avoids appearing the inconsistent condition of swing amplitude, has control accuracy height, and stability is more reliable advantage.

This unmanned aerial vehicle aircraft includes above-mentioned flight attitude control device, has same beneficial effect.

In order to make the objects, technical solutions and advantages of the present application clearer, the technical solutions in the embodiments of the present application will be described in more detail below with reference to the accompanying drawings in the embodiments of the present application. In the drawings, the same or similar reference numerals denote the same or similar components or components having the same or similar functions throughout. The described embodiments are a subset of the embodiments in the present application and not all embodiments in the present application. The embodiments described below with reference to the drawings are exemplary and intended to be used for explaining the present application and should not be construed as limiting the present application. All other embodiments obtained by a person of ordinary skill in the art based on the embodiments in the present application without making any creative effort belong to the protection scope of the present application. Embodiments of the present application will be described in detail below with reference to the accompanying drawings.

The unmanned aerial vehicle 100 provided by the embodiment of the present application will be described below with reference to fig. 1 and 6 to 11.

The embodiment of the present application provides an unmanned aerial vehicle aircraft 100, refer to fig. 1 and 6-11 and show, including frame 110 and a plurality of rotor 120, a plurality of rotor 120 symmetrical arrangement is in the left and right sides of frame 110.

It is understood that the frame 110 of the drone aircraft 100 may have a symmetrical structure to maintain a state of equilibrium for flight in the air. The symmetrical arrangement of the plurality of rotors 120 may cause the left and right sides of the drone aircraft 100 to be subject to a helical lift that balances each other. The number of a plurality of rotors 120 is an even number, and when the number of rotors 120 is 4, unmanned aerial vehicle 100 is a quad-rotor unmanned aerial vehicle. The number of rotors 120 may also be 6 or 8, and so on.

Unmanned aerial vehicle 100 also includes flight attitude control device 200, and the line attitude control device is installed between a plurality of rotors 120 and frame 110.

When unmanned aerial vehicle aircraft 100 is in flight state, utilize flight attitude control device 200 to control the change of the relative position of a plurality of rotors 120 and frame 110, make the direction of the rotation axis of a plurality of rotors 120 change, can make rotor 120 change the thrust direction that the air produced to make unmanned aerial vehicle aircraft 100 take place the change of flight attitude.

Note that, referring to fig. 1, the left and right sides in the present application are left and right side directions of the frame 110 in a horizontal plane in a general state of the unmanned aerial vehicle 100. Accordingly, in this horizontal plane, the frame 110 also has a front side and a rear side. The plane perpendicular to the horizontal plane includes a vertical plane extending in the front-rear direction and a vertical plane extending in the left-right direction. The following is described with reference to the setting of the above-described direction.

The following describes a flight attitude control device 200 provided in an embodiment of the present application with reference to fig. 2 to 11.

The embodiment of the present application provides a flight attitude control device 200, as shown in fig. 2 to 11, which is applied to an unmanned aerial vehicle 100 including a frame 110 and a plurality of rotors 120, wherein the plurality of rotors 120 are symmetrically arranged on the left and right sides of the frame 110.

The flying attitude control device 200 includes a mounting post 240, a first drive mechanism 210, a second drive mechanism 220, and a third drive mechanism 230.

Mounting post 240 is provided with a plurality ofly, and the quantity of a plurality of mounting posts 240 corresponds with the quantity of a plurality of rotor 120 and equals, and a plurality of mounting posts 240 are used for installing a plurality of rotor 120 one-to-one, and the one end that mounting post 240 keeps away from frame 110 is used for installing rotor 120, and the one end swing joint that mounting post 240 is close to frame 110 is on frame 110.

The first driving mechanism 210 is installed between the two mounting posts 240 symmetrically arranged at the left and right sides of the frame 110, and the two mounting posts 240 symmetrically arranged at the left and right sides of the frame 110 synchronously swing in the left and right directions under the driving of the first driving mechanism 210.

The second driving mechanism 220 is installed between any two adjacent mounting columns 240 on the left side of the frame 110, and under the driving of the second driving mechanism 220, any two adjacent mounting columns 240 on the left side of the frame 110 synchronously swing along the front-back direction.

A third driving mechanism 230 is installed between any two adjacent mounting columns 240 on the right side of the frame 110, and under the driving of the third driving mechanism 230, any two adjacent mounting columns 240 on the right side of the frame 110 synchronously swing along the front-back direction.

Wherein the axis of mounting post 240 may be arranged coaxially with the axis of the rotary shaft of rotor 120. Like this, through the swing of control erection column 240, can make the axis of the rotation axis of rotor 120 change, and then make the spiral lift that rotor 120 produced produce thrust to the air to make unmanned aerial vehicle aircraft 100's flight attitude change.

The mounting post 240 is movably coupled to the frame 110 such that the mounting post 240 can swing in the front-rear-left-right direction with respect to the frame 110. In an alternative implementation, mounting post 240 may be coupled to frame 110 via a universal joint. In another alternative implementation, as shown in fig. 2, the mounting post 240 may be hinged to the rotation shaft, such that the mounting post 240 swings left and right relative to the rotation shaft, and the rotation shaft is rotatably connected to the frame 110, such that the rotation shaft can rotate back and forth relative to the frame 110.

The first driving mechanisms 210 are installed between the installation posts 240 symmetrically disposed at the left and right sides of the frame 110 such that the number of the first driving mechanisms 210 is half of the number of the installation posts 240. It is understood that when drone vehicle 100 is a quad-rotor drone, attitude control device 200 is provided with two sets of first drive mechanisms 210. When the drone aircraft 100 is a six-rotor drone, the flight attitude control device 200 is provided with three sets of first drive mechanisms 210.

The first driving mechanism 210 can drive the mounting posts 240 symmetrically arranged on the left and right sides of the frame 110 to synchronously swing leftwards or rightwards. As shown in fig. 6, when all the first drive mechanisms 210 drive the mounting posts 240 on the left and right sides of the frame 110 to swing leftward, the unmanned aerial vehicle 100 is in an attitude of flying leftward and forward. As shown in fig. 7, when all the first drive mechanisms 210 drive the mounting posts 240 on the left and right sides of the frame 110 to swing to the right, the unmanned aerial vehicle 100 is in an attitude of flying to the front right.

The second driving mechanisms 220 are installed between two adjacent mounting posts 240 on the left side of the frame 110 such that the number of second driving mechanisms 220 installed is less than 1 than the number of mounting posts 240 on the left side. Similarly, the third driving mechanisms 230 are installed between two adjacent installation posts 240 on the right side of the frame 110, so that the number of the third driving mechanisms 230 is 1 less than the number of the installation posts 240 on the right side.

It is understood that when drone vehicle 100 is a quad-rotor drone, attitude control device 200 is provided with a set of secondary drive mechanisms 220 and a set of tertiary drive mechanisms 230. When the drone aircraft 100 is a six-rotor drone, the flight attitude control device 200 is provided with two sets of second drive mechanisms 220 and two sets of third drive mechanisms 230.

The second driving mechanism 220 drives the mounting post 240 on the left side of the frame 110 to synchronously swing forward or backward, and the third driving mechanism 230 drives the mounting post 240 on the right side of the frame 110 to synchronously swing forward or backward. As shown in fig. 8, when all the mounting posts 240 on the left side of the second driving mechanism 220 drive the frame 110 to swing forward, and all the mounting posts 240 on the right side of the third driving mechanism 230 drive the frame 110 to swing forward, the unmanned aerial vehicle 100 is in a posture of flying forward. As shown in fig. 9, when all the mounting posts 240 on the left side of the second driving mechanism 220 drive the frame 110 to swing backward and all the mounting posts 240 on the right side of the third driving mechanism 230 drive the frame 110 to swing backward, the unmanned aerial vehicle 100 is in a posture of flying forward and backward. As shown in fig. 10, when all the mounting posts 240 on the left side of the frame 110 driven by the second driving mechanism 220 swing forward, and all the mounting posts 240 on the right side of the frame 110 driven by the third driving mechanism 230 swing backward, the unmanned aerial vehicle 100 is in a left-turning flight attitude. As shown in fig. 11, when all the mounting posts 240 on the left side of the frame 110 driven by the second driving mechanism 220 swing backward and all the mounting posts 240 on the right side of the frame 110 driven by the third driving mechanism 230 swing forward, the unmanned aerial vehicle 100 is in a right-turning flight attitude.

It will be appreciated that when one of the three sets of driving mechanisms controls the corresponding swing of the mounting post 240, the other sets of driving mechanisms do not interfere with the control of the set of driving mechanisms, thereby avoiding uncertainty in the movement of the mounting post 240.

Since all the first driving mechanisms 210 control all the mounting posts 240 to move in the same direction, that is, the unmanned aerial vehicle 100 can fly to the left front or the right front, all the first driving mechanisms 210 can have a common control circuit board and control switches, which facilitates synchronous control of the mounting posts 240. Because the second driving mechanism 220 and the third driving mechanism 230 drive all the mounting posts 240 to move in the same direction, the unmanned aerial vehicle 100 can fly forward and backward, and the second driving mechanism 220 and the third driving mechanism 230 have opposite control directions on the mounting posts 240, so that the unmanned aerial vehicle 100 can fly in a turning manner, therefore, the second driving mechanism 220 and the third driving mechanism 230 can have the same mechanical structure, but have respective control circuit boards and control switches, so as to control the mounting posts 240 respectively.

In one possible embodiment, the number of rotors 120 on the left side of frame 110 and the right side of frame 110 are even, mounting posts 240 on the left side of frame 110 are grouped two by two, and second drive mechanism 220 is mounted between the same set of two mounting posts 240 on the left side. The mounting posts 240 on the right side of the frame 110 are grouped two by two, and the third drive mechanism 230 is mounted between the two mounting posts 240 in the same group on the right side.

Illustratively, when the drone aircraft 100 is an eight-rotor drone, considering that the number of rotors 120 on the left side of the frame 110 is even, two pairs of mounting posts 240 may be considered as one set, and reasonably reducing the number of second driving mechanisms 220 as two sets, so that a set of second driving mechanisms 220 is connected between two mounting posts 240 on the left side of the frame 110 located on the front side, and a set of second driving mechanisms 220 is connected between two mounting posts 240 located on the rear side. Similarly, only two sets of the third driving mechanisms 230 may be disposed on the right side of the frame 110.

In one possible embodiment, the first driving mechanism 210 includes a first power member 211 and two sets of first transmission components.

First power piece 211 is located between two erection columns 240 that are connected with first actuating mechanism 210, and two sets of first drive assembly's first end all is connected with first power piece 211, and two sets of first drive assembly's second end is connected to respectively on two erection columns 240 that are connected with first actuating mechanism 210, and first drive assembly's first end and first drive assembly's second end are located first drive assembly's relative both ends.

Thus, the two sets of first transmission assemblies are symmetrically disposed between the two mounting posts 240 with the first power member 211 as the center. The two mounting columns 240 are driven by the same first power element 211, so that synchronous and same-amplitude swinging of the two mounting columns 240 can be realized, and the unstable situation of the mounting columns 240 is avoided.

In one possible implementation, the second driving mechanism 220 includes a second power member 221 and two sets of second transmission assemblies.

The second power member 221 is located between the two mounting posts 240 connected with the second driving mechanism 220, the first ends of the two sets of second transmission assemblies are connected with the second power member 221, the second ends of the two sets of second transmission assemblies are connected to the two mounting posts 240 connected with the second driving mechanism 220, respectively, and the first ends of the second transmission assemblies and the second ends of the second transmission assemblies are located at two opposite ends of the second transmission assemblies.

In one possible embodiment, the third driving mechanism 230 includes a third power member 231 and two sets of third transmission assemblies.

The third power element 231 is located between the two mounting posts 240 connected with the third driving mechanism 230, the first ends of the two sets of third transmission assemblies are both connected with the third power element 231, the second ends of the two sets of third transmission assemblies are respectively connected to the two mounting posts 240 connected with the third driving mechanism 230, and the first ends of the third transmission assemblies and the second ends of the third transmission assemblies are located at two opposite ends of the third transmission assemblies.

Similarly, the power members of the second driving mechanism 220 and the third driving mechanism 230 are also connected to the two mounting posts 240 through two sets of transmission assemblies, so that the two mounting posts 240 have synchronous and same-amplitude swinging, and the instable condition of the mounting posts 240 can be prevented.

Wherein, the first power member 211, the second power member 221 and the third power member 231 can select a steering engine. The steering wheel includes shell, circuit board, motor, reduction gear and position detector, and it can judge via the control chip on the circuit board after received signal and turn to drive power motor passes through reduction gear with power transmission to output shaft, can produce the signal by position detector simultaneously, has the advantage of convenient control and location.

In one possible embodiment, as shown in fig. 3, the first transmission assembly comprises a first transmission arm 212, a first transmission rod 213 and a sleeve 214 connected in series.

The first transmission arm 212 is located at a first end of the first transmission assembly, the first transmission arm 212 is fixedly connected with the first power member 211, and the first transmission arm 212 extends in a horizontal direction.

The first transmission lever 213 is hinged to the first transmission arm 212, and the first transmission lever 213 swings in an extending plane of the first transmission arm 212 with respect to the first transmission arm 212.

The sleeve 214 is located at the second end of the first transmission assembly, the sleeve 214 is sleeved on the periphery of the mounting column 240 located at the corresponding position of the second end of the first transmission assembly, the sleeve 214 slides along the extending direction of the mounting column 240 located at the corresponding position, and the sleeve 214 is in universal connection with the first transmission rod 213.

An output shaft of the first power member 211 is vertically arranged, one end of the first transmission arm 212 is fixedly connected to the output shaft of the first power member 211, and the first transmission arm 212 extends in a horizontal plane along the radial direction of the output shaft.

The first driving rod 213 is hinged to the first driving arm 212 and swings around the hinge point in the horizontal plane, so that the sleeve 214 connected thereto can be controlled to swing in the horizontal plane.

The sleeve 214 slides on the mounting post 240 along the axial direction of the mounting post 240, and can slide up and down along the mounting post 240 while swinging along with the first transmission rod 213, thereby swinging the mounting post 240 about its hinge point.

Illustratively, the first transmission arm 212 swings left and right, so that the first transmission rod 213 drives the sleeve 214 to slide up and down along the mounting post 240, and drives the mounting post 240 to swing left and right.

In an implementation manner, the first driving arms 212 of the two sets of first driving assemblies are integrally connected, two pin holes are formed in the first driving arms 212 at intervals, pin shafts are respectively installed in the two pin holes, and the two first driving rods 213 are connected with the pin shafts on the corresponding sides.

When the two mounting posts 240 are both in a vertical state and the transmission arm is located at the middle position between the two mounting posts 240, the two pin holes arranged at intervals are arranged in an axisymmetric manner by using the vertical plane of the frame 110 in the front-rear direction as an axis. In this way, the two sets of first transmission assemblies can transmit power from the first power member 211 to the mounting post 240 through the integrally connected first transmission arms 212, and have better synchronization.

In an embodiment that can be realized, referring to fig. 3, the first transmission arms 212 of the two sets of first transmission assemblies are integrally connected, a pin hole is formed on the first transmission arm 212, a coupler is hinged in the pin hole, and both the first transmission rods 213 are connected with the coupler.

The coupler comprises a first pin shaft 215 and a second pin shaft 216, the first pin shaft 215 and the second pin shaft 216 are respectively positioned at the openings of two ends of a pin hole, one of the first pin shaft 215 and the second pin shaft 216 is provided with a connecting shaft 217, and the connecting shaft 217 penetrates through the pin hole and is in loose threaded connection with the other one of the first pin shaft 215 and the second pin shaft 216.

The first pin 215 is located above the first transmission arm 212, and the first pin 215 is provided with a connection shaft 217.

The first pin shaft 215 and the second pin shaft 216 are both cylindrical and are coaxially arranged with the pin holes, and the outer diameters of the first pin shaft and the second pin shaft are larger than the apertures of the pin holes. One end of the connecting shaft 217 near the first pin 215 is an optical axis in clearance fit with the pin hole, and one end of the connecting shaft 217 near the second pin 216 is formed with a thread 2171. One end of the second pin 216 close to the first pin 215 is provided with a threaded hole, and the threaded hole is in loose threaded connection with a thread 2171 on the connecting shaft 217. The loose screw connection means that the second pin 216 has a certain screw fit space along the screw thread 2171 on the connecting shaft 217, so that the first pin 215 and the second pin 216 can rotate toward each other. That is, the portion of the screw thread 2171 of the connecting shaft 217 adjacent to the second pin 216 is connected to the screw hole, and the portion of the screw thread 2171 of the connecting shaft 217 adjacent to the first pin 215 is left empty. When the unmanned aerial vehicle 100 turns to, the second driving mechanism 220 and the third driving mechanism 230 control the mounting posts 240 on the left and right sides to swing reversely, the second pin shaft 216 and the first pin shaft 215 can rotate reversely due to the loose connection of the threads, and interference to the turning state of the unmanned aerial vehicle 100 is prevented.

In this way, the first transmission members at both sides can be hinged to the first transmission arm 212 only by the shaft coupling, so that the structure of the first driving mechanism 210 is simplified, and interference with other driving mechanisms is avoided.

It should be noted that the connecting shaft 217 has a transmission effect in addition to the connecting function. In order to make the loose screw connection have certain connectivity and self-locking performance, satisfy the connection requirement, can make first round pin axle 215 and second round pin axle 216 take place the counter rotation under the swing drive of the erection column 240 of left and right sides simultaneously, satisfy the transmission effect. The range of the lead angle of the thread 2171 on the connecting shaft 217 satisfies the self-locking condition, and the thread form may be a triangular thread, a trapezoidal thread, a rectangular thread, or a zigzag thread.

In an implementation, referring to fig. 3, the first pin 215 is provided with a through hole extending in a radial direction, the first transmission rod 213 is disposed in the through hole, one end of the first pin 215 away from the second pin 216 is provided with a threaded hole extending in an axial direction, the threaded hole is communicated with the through hole, and the threaded hole is provided with a locking screw 218.

In an implementation, referring to fig. 3, the second pin 216 has a through hole extending along a radial direction, the first transmission rod 213 is disposed in the through hole, an end of the second pin 216 away from the first pin 215 has a threaded hole extending along an axial direction, the threaded hole is communicated with the through hole, and the locking screw 218 is installed in the threaded hole.

The first transmission rod 213 may be a steel wire rod, and the first transmission rod 213 is inserted into the through holes of the first pin 215 and the second pin 216, and is locked by the locking screw 218, so as to adjust the length of the acting force arm of the first transmission rod 213.

In one embodiment, referring to fig. 2, a limiting ring 241 for limiting the sliding range of the sleeve 214 is opened on the mounting post 240.

The swing angle of the mounting post 240 has a certain range, and the limit ring 241 for limiting the sleeve 214 is set to prevent the swing angle of the mounting post 240 from exceeding the limit, so as to avoid the unstable condition. The stop collar 241 may be a collar that provides a protrusion on the mounting post 240. The diameter of the mounting post 240 in the sliding range of the sleeve 214 may be reduced as in the embodiment of the present application, and the steps at both ends form a limiting ring 241.

In an embodiment, the second transmission assembly includes a second transmission arm 222, a second transmission rod 223 and a second rotation shaft 224 which are connected in sequence.

The second transmission arm 222 is located at a first end of the second transmission assembly, the second transmission arm 222 is fixedly connected with the second power member 221, and the second transmission arm 222 extends on a vertical plane parallel to the front-rear direction.

The second transmission lever 223 is hinged to the second transmission arm 222, and the second transmission lever 223 swings in the extension plane of the second transmission arm 222 with respect to the second transmission arm 222.

The second rotating shaft 224 is located at the second end of the second transmission assembly, the mounting post 240 located at the corresponding position of the second end of the second transmission assembly is movably connected to the frame 110 through the second rotating shaft 224, the second rotating shaft 224 extends along the left-right direction, one end of the second rotating shaft 224 is hinged to the mounting post 240 located at the corresponding position, the mounting post 240 located at the corresponding position swings in the set plane where the axial direction of the second rotating shaft 224 is located, the other end of the second rotating shaft 224 is rotatably connected to the frame 110, and the second rotating shaft 224 is hinged to the second transmission rod 223.

Wherein the output shaft of the second power member 221 extends in the left-right direction. The middle portion of the second transmission arm 222 is fixed to the output shaft of the second power member 221, and the second transmission arm 222 extends in a vertical plane in the front-rear direction in the radial direction of the output shaft.

The second driving lever 223 is hinged to the second driving arm 222 and swings around the hinge point in the vertical plane in the front-rear direction, so that the second rotating shaft 224 coupled thereto can be controlled to rotate relative to the frame 110 in the vertical plane in the front-rear direction.

One end of the second rotating shaft 224 connected with the mounting column 240 is provided with a notch extending along the axial direction, the mounting column 240 is hinged in the notch, and the mounting column 240 swings along the axial direction relative to the second rotating shaft 224.

Illustratively, the second transmission arm 222 swings back and forth, so that the second transmission rod 223 rotates the second rotation shaft 224 back and forth, thereby swinging the mounting post 240 back and forth.

In one possible embodiment, referring to fig. 4, the second driving arm 222 extends towards two ends with the position of the second driving arm 222 connected to the second power member 221 as the center, and the two second power members 221 are respectively hinged at the ends of the second driving arm 222.

The second driving lever 223 may be coupled to the second driving arm 222 by a third pin 226, a coupling shaft 217 and a locking nut 227. The connecting shaft 217 is connected to the third pin 226 to form the same mechanism as the first pin 215, but the difference is that the connecting shaft 217 passes through the screw at the other end of the pin hole and is positioned and limited by the locking nut 227, so that the third pin 226 rotates along the pin hole of the second driving arm 222. The third pin 226 is also provided with a smooth hole for the second transmission rod 223 to pass through, and a locking screw 218 is disposed in an axial threaded hole at the end, so that the second transmission rod 223 swings around the pin hole on the second transmission arm 222.

Considering that the second rotation shaft 224 has a certain diameter size, it is inconvenient to use the second transmission assembly for torque transmission in the same horizontal plane. The second transmission arm 222 extends along two directions, i.e., up and down, a set of second transmission components is disposed above the second transmission arm, and a set of second transmission components is disposed below the second transmission arm, so as to synchronously control the forward and backward rotation of the second rotation shaft.

In an embodiment, referring to fig. 2 and 4, a mounting seat 225 is provided on the second rotating shaft 224, and the mounting seat 225 is provided with a mounting hole extending along the axial direction of the second rotating shaft 224.

The second driving rod 223 includes a hinge section 2232, a locking section 2231 and a driving section 2233, which are connected in sequence, the hinge section 2232 is inserted into the mounting hole, the locking section 2231 and the driving section 2233 extend oppositely at two opposite sides of the hinge section 2232, and the driving section 2233 is hinged to the second driving arm 222.

The second transmission rod 223 may be a wire rod, and transition positions of the hinge section 2232, the locking section 2231 and the transmission section 2233 may have rounded corners, so as to facilitate the wire rod to be inserted into the mounting hole. In addition, a material removing process may be performed on a side of the locking section 2231 close to the second rotating shaft 224, so as to prevent the locking section 2231 from interfering with the second rotating shaft 224 during the second driving rod 223 rotates by pulling the second rotating shaft 224.

In one possible embodiment, the third transmission assembly includes a third transmission arm 232, a third transmission rod 233 and a third rotation shaft 234 connected in sequence.

The third transmission arm 232 is located at a first end of the third transmission assembly, the third transmission arm 232 is fixedly connected with the third power member 231, and the third transmission arm 232 extends on a vertical plane parallel to the front-rear direction.

The third transmission lever 233 is hinged to the third transmission arm 232, and the third transmission lever 233 swings in the extension plane of the third transmission arm 232 with respect to the third transmission arm 232.

The third rotating shaft 234 is located at the second end of the third transmission assembly, the mounting post 240 located at the second end of the third transmission assembly is movably connected to the frame 110 through the third rotating shaft 234, the third rotating shaft 234 extends in the left-right direction, one end of the third rotating shaft 234 is hinged to the mounting post 240 at the corresponding position, the mounting post 240 at the corresponding position swings in a set plane where the axial direction of the third rotating shaft 234 is located, the other end of the third rotating shaft 234 is rotatably connected to the frame 110, and the third rotating shaft 234 is hinged to the third transmission rod 233.

Referring to fig. 2 and 5, the third transmission assembly may have the same structure as the second transmission assembly, and the working principle thereof is also the same, which is not described again.

In the description of the present application, it should be noted that unless otherwise specifically stated or limited, the terms "mounted," "connected," and "connected" are to be construed broadly, such as to be capable of being fixedly connected, indirectly connected through intervening media, and capable of being connected through two elements or in a mutual relationship between two elements. The specific meaning of the above terms in the present application can be understood by those of ordinary skill in the art as appropriate. The terms "upper," "lower," "front," "rear," "vertical," "horizontal," "top," "bottom," "inner," "outer," and the like refer to an orientation or positional relationship indicated in the drawings for convenience in describing the present application and to simplify description, but do not indicate or imply that the referenced device or element must have a particular orientation, be constructed and operated in a particular orientation, and thus should not be construed as limiting the present application. In the description of this application, "plurality" means two or more unless specifically stated otherwise.

The terms "first," "second," "third," "fourth," and the like in the description and claims of this application and in the above-described drawings, if any, are used for distinguishing between similar elements and not necessarily for describing a particular sequential or chronological order. It is to be understood that the data so used is interchangeable under appropriate circumstances such that the embodiments of the application described herein are capable of operation in sequences other than those illustrated or described herein. Furthermore, the terms "comprises," "comprising," and "having," and any variations thereof, are intended to cover a non-exclusive inclusion, such that a process, method, system, article, or apparatus that comprises a list of steps or elements is not necessarily limited to those steps or elements expressly listed, but may include other steps or elements not expressly listed or inherent to such process, method, article, or apparatus.

Finally, it should be noted that: the above embodiments are only used for illustrating the technical solutions of the present application, and not for limiting the same; although the present application has been described in detail with reference to the foregoing embodiments, those of ordinary skill in the art will understand that: the technical solutions described in the foregoing embodiments may still be modified, or some or all of the technical features may be equivalently replaced; and the modifications or the substitutions do not make the essence of the corresponding technical solutions depart from the scope of the technical solutions of the embodiments of the present application.

Claims (10)

1. The flight attitude control device is characterized by being applied to an unmanned aerial vehicle comprising a frame and a plurality of rotors, wherein the rotors are symmetrically arranged on the left side and the right side of the frame;

the flight attitude control device comprises a mounting column, a first driving mechanism, a second driving mechanism and a third driving mechanism;

the mounting columns are arranged in a plurality, the number of the mounting columns is equal to the number of the rotors correspondingly, the mounting columns are used for mounting the rotors in a one-to-one correspondence manner, one ends of the mounting columns, far away from the frame, are used for mounting the rotors, and one ends of the mounting columns, near the frame, are movably connected to the frame;

the first driving mechanisms are installed between the two installation columns symmetrically arranged on the left side and the right side of the frame, and the two installation columns symmetrically arranged on the left side and the right side of the frame synchronously swing along the left-right direction under the driving of the first driving mechanisms;

the second driving mechanism is arranged between any two adjacent mounting columns on the left side of the frame, and any two adjacent mounting columns on the left side of the frame synchronously swing along the front-back direction under the driving of the second driving mechanism;

and any two adjacent mounting columns on the right side of the frame are provided with the third driving mechanism, and under the driving of the third driving mechanism, any two adjacent mounting columns on the right side of the frame synchronously swing along the front-back direction.

2. The attitude control device of claim 1, wherein the first drive mechanism includes a first power member and two sets of first transmission assemblies;

the first power part is positioned between the two mounting columns connected with the first driving mechanism, the first ends of the two groups of first transmission assemblies are connected with the first power part, the second ends of the two groups of first transmission assemblies are respectively connected to the two mounting columns connected with the first driving mechanism, and the first ends of the first transmission assemblies and the second ends of the first transmission assemblies are positioned at the two opposite ends of the first transmission assemblies;

the second driving mechanism comprises a second power part and two groups of second transmission assemblies;

the second power part is positioned between the two mounting columns connected with the second driving mechanism, the first ends of the two groups of second transmission assemblies are connected with the second power part, the second ends of the two groups of second transmission assemblies are respectively connected to the two mounting columns connected with the second driving mechanism, and the first ends of the second transmission assemblies and the second ends of the second transmission assemblies are positioned at the two opposite ends of the second transmission assemblies;

the third driving mechanism comprises a third power part and two groups of third transmission assemblies;

the third power part is located with two that third actuating mechanism is connected between the erection column, two sets of the first end of third transmission assembly all with the third power part is connected, and two sets of the second end of third transmission assembly be connected to respectively with two that third actuating mechanism is connected on the erection column, the first end of third transmission assembly with the second end of third transmission assembly is located the relative both ends of third transmission assembly.

3. The attitude control device of claim 2, wherein the first transmission assembly includes a first transmission arm, a first transmission rod and a sleeve connected in sequence;

the first transmission arm is positioned at the first end of the first transmission assembly, the first transmission arm is fixedly connected with the first power part, and the first transmission arm extends along the horizontal direction;

the first transmission rod is hinged with the first transmission arm, and the first transmission rod swings in the extension plane of the first transmission arm relative to the first transmission arm;

the sleeve pipe is located first drive assembly's second end, is located first drive assembly's second end corresponds the department the periphery suit of erection column the sleeve pipe, the sleeve pipe is along corresponding department the extending direction of erection column slides, the sleeve pipe with first transfer lever universal connection.

4. The device according to claim 3, wherein the first transmission arms of the two sets of first transmission assemblies are integrally connected, the first transmission arms are provided with two pin holes arranged at intervals, pin shafts are respectively arranged in the two pin holes, and the two first transmission rods are connected with the pin shafts on the corresponding sides.

5. The attitude control device according to claim 3, wherein the first transmission arms of the two sets of first transmission assemblies are integrally connected, a pin hole is formed in each first transmission arm, a coupler is hinged in each pin hole, and both first transmission rods are connected with the couplers;

the coupler comprises a first pin shaft and a second pin shaft, wherein the first pin shaft and the second pin shaft are respectively positioned at the hole openings at the two ends of the pin hole, one of the first pin shaft and the second pin shaft is provided with a connecting shaft, and the connecting shaft penetrates through the pin hole and is in loose threaded connection with the other one of the first pin shaft and the second pin shaft.

6. The attitude control device according to claim 5, wherein the first pin shaft is provided with a through hole extending in a radial direction, the first transmission rod is inserted into the through hole, one end of the first pin shaft, which is far away from the second pin shaft, is provided with a threaded hole extending in an axial direction, the threaded hole is communicated with the through hole, and a locking screw is installed in the threaded hole;

and/or the presence of a gas in the gas,

the second pin shaft is provided with a through hole extending along the radial direction, the first transmission rod penetrates through the through hole, one end of the second pin shaft, far away from the first pin shaft, is provided with a threaded hole extending along the axial direction, the threaded hole is communicated with the through hole, and a locking screw is arranged in the threaded hole;

and/or the presence of a gas in the gas,

the mounting column is provided with a limiting ring for limiting the sliding range of the sleeve;

and/or the presence of a gas in the atmosphere,

the left side of frame with the right side of frame the quantity of rotor is the even number, the left side of frame two groups of erection column, second actuating mechanism installs two with a set of between the erection column, the right side of frame two groups of erection column, third actuating mechanism installs two with a set of between the erection column.

7. The attitude control device according to any one of claims 2 to 6, wherein the second transmission assembly includes a second transmission arm, a second transmission rod and a second rotation shaft which are connected in sequence;

the second transmission arm is positioned at the first end of the second transmission assembly, the second transmission arm is fixedly connected with the second power piece, and the second transmission arm extends on a vertical plane parallel to the front-back direction;

the second transmission rod is hinged with the second transmission arm, and the second transmission rod swings in the extending surface of the second transmission arm relative to the second transmission arm;

the second rotating shaft is positioned at the second end of the second transmission assembly, the mounting column positioned at the corresponding position of the second end of the second transmission assembly is movably connected to the frame through the second rotating shaft, the second rotating shaft extends along the left-right direction, one end of the second rotating shaft is hinged to the mounting column at the corresponding position, the mounting column at the corresponding position swings in a set plane where the axial direction of the second rotating shaft is positioned, the other end of the second rotating shaft is rotatably connected to the frame, and the second rotating shaft is hinged to the second transmission rod;

the third transmission assembly comprises a third transmission arm, a third transmission rod and a third rotating shaft which are connected in sequence;

the third transmission arm is positioned at the first end of the third transmission assembly, the third transmission arm is fixedly connected with the third power part, and the third transmission arm extends on a vertical plane parallel to the front-back direction;

the third transmission rod is hinged with the third transmission arm, and the third transmission rod swings in the extension plane of the third transmission arm relative to the third transmission arm;

the third axis of rotation is located the second end of third transmission assembly is located the second end department of third transmission assembly the erection column passes through third axis of rotation swing joint to on the frame, the third axis of rotation extends along left right direction, the one end of third axis of rotation with correspond the department the erection column is articulated, corresponds the department the erection column is in the swing in the settlement plane at the axial place of third axis of rotation, the other end of third axis of rotation is rotated and is connected on the frame, the third axis of rotation with the third transfer line is articulated.

8. The device according to claim 7, wherein the second transmission arm extends towards both ends with a position of the second transmission arm connected with the second power member as a center, and the two second power members are respectively hinged at the ends of the second transmission arm.

9. The attitude control device according to claim 7, wherein the second rotating shaft is provided with a mounting seat, and the mounting seat is provided with a mounting hole extending in an axial direction of the second rotating shaft;

the second transfer line is including articulated section, locking section and the transmission section that connects gradually, articulated section is worn to locate in the mounting hole, locking section with the transmission section is in the relative both sides of articulated section extend in opposite directions, the transmission section with the second transmission arm is articulated.

10. An unmanned aerial vehicle comprising a frame and a plurality of rotors, and further comprising attitude control means according to any one of claims 1 to 9, the plurality of rotors being symmetrically disposed on either side of the frame, the attitude control means being mounted between the plurality of rotors and the frame.

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