JPWO2021128444A5 - - Google Patents

Description

FIELD OF THE INVENTION The present invention is in the field of aircraft technology, and in particular relates to multirotor aircraft.

Currently, large multi-rotor aircraft are increasingly being applied in the civilian field. However, the range of use of large multirotor aircraft is limited due to the need to occupy a large area during takeoff and landing processes.
When the automatic storage device is used to accommodate large multi-rotor aircraft, that is, when the large multi-rotor aircraft takes off and lands on the automatic storage device, and is automatically stowed and charged by the automatic storage device, large size The need for an automatic storage device significantly increases the cost of designing and manufacturing the automatic storage device and the difficulty of transporting and installing it.

Accordingly, the present invention solves technical problems relating to multi-rotor aircraft, including, but not limited to, solving the technical problems of large multi-rotor aircraft that require large area airfields.

A multirotor aircraft, comprising a controller, an annular fuselage, at least two first rotor units, and at least two actuator components;
The annular body includes at least two frames and at least two connection units, two adjacent frames are movably connected via the connection unit,
at least two first rotor units each mounted on the annular airframe and electrically connected to the controller and used to provide flight lift to the multirotor aircraft;
At least two actuator components are each provided on the annular airframe and electrically connected to the controller and are used to move two adjacent frames away from or toward each other when the multirotor aircraft is in flight, thereby causing the annular airframe to move toward or away from each other. Expand or decrease the surrounding area.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS In order to more clearly explain the technical solutions of the embodiments of the present invention or the prior art, drawings necessary for explaining the embodiments or the prior art will be briefly introduced below. The drawings in the following description are only some embodiments of the invention. For a person skilled in the art, drawings of other embodiments can also be obtained based on these drawings without any creative work.

1 is a three-dimensional view showing a multirotor aircraft in a contracted state according to Examples 1, 2, and 5 of the present invention; FIG. 1 is a three-dimensional view showing a multirotor aircraft in a deployed state according to Examples 1, 2, and 5 of the present invention; FIG. 3 is an enlarged view of section A in FIG. 2. FIG. FIG. 3 is a three-dimensional view showing another multi-rotor aircraft in a contracted state according to Embodiment 1 of the present invention, in which a first rotor unit and a second rotor unit are provided in a coupling unit. 5 is a three-dimensional view showing the multirotor aircraft of FIG. 4 in a deployed state; FIG. FIG. 3 is a three-dimensional view showing another multi-rotor aircraft in a contracted state according to Embodiment 1 of the present invention, in which the annular body is triangular. 7 is a three-dimensional view showing the multi-rotor aircraft of FIG. 6 in a deployed state; FIG. FIG. 3 is a three-dimensional view showing a multi-rotor aircraft in a contracted state according to a third embodiment of the present invention. FIG. 3 is a three-dimensional view showing a multi-rotor aircraft in a deployed state according to a third embodiment of the present invention. 9 is an enlarged view of section B in FIG. 9. FIG. FIG. 3 is a three-dimensional view showing a multirotor aircraft in a contracted state according to Examples 4 and 5 of the present invention. FIG. 3 is a three-dimensional view showing the multi-rotor aircraft in a deployed state according to Examples 4 and 5 of the present invention capturing an unmanned aircraft. FIG. 7 is a three-dimensional view showing that the multi-rotor aircraft according to Examples 4 and 5 of the present invention captures an unmanned aircraft.

In order to facilitate understanding of the present invention, the present invention will be described in more detail with reference to related drawings.

Referring to FIGS. 1 to 3, a multirotor aircraft 1 includes a controller (not shown), an annular fuselage 11, at least two first rotor units 12, and at least two actuator components 13. This controller is a conventional flight controller and is provided in the annular body 11. The annular body 11 includes at least two frames 111 and at least two connection units 112. Two adjacent frames 111 are movably connected via at least one connection unit 112. The annular body 11 is each provided with at least two first rotor units 12, that is, the first rotor units 12 may be installed on the frame 111 or the connection unit 112. The first rotor unit 12 is electrically connected to the controller and is used to provide flight lift to the multirotor aircraft 1. At least two actuator components 13 are each provided on the annular fuselage 11 and electrically connected to the controller, and are used to move two adjacent frames 111 away from or closer to each other when the multirotor aircraft 1 flies. The surrounding area of the annular body 11 is expanded or reduced by.

Note that the multirotor aircraft 1 further includes a power supply component (not shown). The power supply component is provided in the annular body 11 and is electrically connected to the controller. A power supply component is used to power the controller, first rotor unit 12 and actuator component 13. The power supply component is a conventional battery module.

Optionally, the thrust of the first rotor unit 12 is also used to provide a driving force for the multirotor aircraft 1 to fly forward when the multirotor aircraft 1 flies forward.

Note that, according to the actual function, the actuator component 13 of the present invention may be called an execution component 13.

Further referring to FIG. 3, in the illustrated embodiment each actuator component 13 comprises a second rotor unit 130 and a resilient member (not shown). The second rotor unit 130 is provided on the frame 111 or the connection unit 112, is electrically connected to the controller, and is used to provide a driving force that moves two adjacent frames 111 away from each other. Specifically, the thrust of the second rotor unit 130 is directed toward the outside of the annular body 11, or is relatively inclined toward the outside of the annular body 11. Both ends of the elastic member are connected to two adjacent frames 111, respectively, or to a frame 111 and a connection unit 112 connected to the frame 111. The elastic force of the elastic member is used to bring two adjacent frames 111 closer together. Furthermore, if the connecting unit 112 is expandable and retractable, both ends of the elastic member may be respectively installed on the connecting unit 112 so that the connecting unit 112 has a tendency to contract. Preferably, the elastic member is a spring, and the number of settings is not limited, and when two adjacent frames 111 are at the closest distance, the spring is in the shortest length state.

When the second rotor unit 130 starts up and increases thrust, the two adjacent frames 111 turn and move away, the distance between them gradually increases, and as a result, the surrounding area of the annular body 11 increases. The spring is expanded significantly and the spring is stretched until the frame 111 reaches its maximum mechanical travel stroke relative to the coupling unit 112 or until the thrust of the second rotor unit 130 balances the elastic force of the spring. . At this time, the second rotor unit 130 may maintain a specific thrust in order to maintain the state in which the two adjacent frames 111 are separated from each other. The controller may adjust the magnitude of the thrust of the second rotor unit 130 so that two adjacent frames 111 reach different separation distances, and as a result, the enclosed area of the annular fuselage 11 has different expansion factors. Adjustment is possible, and this will be easily understood.

After the second rotor unit 130 reduces its thrust or stops rotating, the two adjacent frames 111 are driven by the elastic force of the springs to approach each other, which causes the annular fuselage 11 to return to its minimum enclosing area. The distance between the two gradually narrows until At this time, the elastic force of the spring does not have to be zero so that the distance between two adjacent frames 111 remains the shortest.

In this way, through the second rotor unit 130 and the elastic member, the purpose of moving two adjacent frames 111 away from each other or closer to each other when the multi-rotor aircraft 1 flies can be achieved.

Further, the resultant force of the thrusts of all the second rotor units 130 may always be set to zero so as not to affect the motion control of the multirotor aircraft 1. Alternatively, the magnitude of the above resultant force may be set without being zero, and this resultant force is used to drive the multirotor aircraft 1 to move in the same direction as the resultant force or in some other predetermined direction. be done. For example, if the direction of the resultant force is parallel to the horizontal plane, and at the same time the lift provided by the first rotor unit 12 and the gravity of the multirotor aircraft 1 balance, the resultant force will cause the multirotor aircraft 1 to fly horizontally. As a result, it contributes to improving the maneuverability of the multirotor aircraft 1.

Note that the side where the surrounding area of the annular body is located is the inside of the annular body, and the side opposite to the surrounding area of the annular body is the outside of the annular body.

Further, referring to FIGS. 2 and 3, in the illustrated embodiment, the frame 111 includes a first frame body 1111, a second frame body 1112, and a connecting portion 1113. The first frame main body 1111 and the second frame main body 1112 are connected via a connecting portion 1113. The first frame main body 1111, the second frame main body 1112, and the connecting portion 1113 are connected to form a U-shaped, L-shaped, or V-shaped frame 111. The first frame body 1111 and the second frame body 1112 of the two adjacent frames 111 are connected via the connection unit 112, that is, the first frame body 1111 and the second frame body 1112 of the two adjacent frames 111 are The first frame body 1111 and the second frame body 1112 of the other frame 111 are connected via one connection unit 112.

Optionally, the coupling unit 112 may be a linear guide structure, that is, the coupling unit 112 may be a linear guide rail, a guide rod, a guide sleeve, etc., and at least one end of the coupling unit 112 is connected to the adjacent frame 112. to the first frame body 1111 or the second frame body 1112 by a plug connection or a sleeve connection. Alternatively, the connection unit 112 may be a telescoping structure that connects the first frame body 1111 and the second frame body 1112 of two adjacent frames 111, for example, a multi-link hinge telescoping mechanism.

Furthermore, the connection unit 112 may be a multi-section guide structure or a multi-section telescopic structure, that is, the connection unit 112 may be a multi-section linear guide rail, a multi-section telescopic sleeve, etc., thereby allowing the adjacent The distance by which the two frames 111 can be separated from each other becomes larger, and as a result, the range of variation in the surrounding area of the annular body is increased.

Optionally, the frame 111 may slide simultaneously relative to a coupling unit 112 coupling to the first frame body 1111 and a coupling unit 112 coupling to the second frame body 1112, or The connecting unit 112 connected to the frame body 1112 and the connecting unit 112 connected to the second frame body 1112 may expand and contract at the same time.

Further, referring to FIGS. 2 and 3, in the illustrated embodiment, the first frame body 1111 and the second frame body 1112 are each provided with a first rotor unit 12. A second rotor unit 130 is provided in the connecting portion 1113. The second rotor unit 130 can simultaneously generate non-zero components of thrust along the longitudinal direction of the first frame body 1111 and the second frame body 1112 of the frame 111 in which it is located.

Optionally, the first frame body 1111 and the second frame body 1112 may each be connected by a sleeve connection to the coupling unit 112, one second rotor unit 130 being connected to the second frame body 1112 in which it is located. 1 generates a non-zero component of thrust along the longitudinal direction of the frame body 1111 of the frame 111, and at the same time the second rotor unit 130 on the adjacent frame 111 generates a non-zero component of the thrust of the second frame body 1112 of the frame 111 in which it is located. A non-zero component of thrust is generated along the longitudinal direction, and the directions of these two non-zero components of thrust are reversed and used to move the two frames 111 away from each other. When the second rotor units 130 on each frame 111 of the annular body 11 simultaneously generate or increase thrust, the two adjacent frames 111 move away from each other, thereby making it possible to expand the surrounding area of the annular body 11. becomes.

In other embodiments of the present example, with reference to FIGS. 4 and 5, at least one of the first frame body 1111 and the second frame body 1112 may be coupled to the coupling unit 112 by a bayonet connection; In the configuration, a first rotor unit 12 and a second rotor unit 130 may be provided in the coupling unit 112.

Further, with reference to FIG. 3, the thrust of the second rotor unit 130 may simultaneously have a non-zero component along the thrust direction of the first rotor unit 12, and the thrust of the second rotor unit 130 may be activated. Later, it is used to increase the lift of the multirotor aircraft 1 or to increase the driving force for the multirotor aircraft 1 to fly forward.

Further, referring to FIGS. 1 to 3, in the present embodiment, the annular fuselage 11 further includes at least two landing gears 14, and the at least two landing gears 14 are composed of at least two frames 111 or at least two coupling units. 112, respectively, which is advantageous for the multirotor aircraft 1 to land gently.

In order to explain the operating principle of the multi-rotor aircraft 1, a rectangular annular body 11 will be explained as an example. Here, the annular body 11 includes four L-shaped frames 111 and four connection units 112, one second rotor unit 130 is provided at the corner of each L-shaped frame 111, and each L-shaped frame 111 has one second rotor unit 130. One or more first rotor units 12 are provided on each side edge of the mold frame 111, and an elastic member is connected between two adjacent L-shaped frames 111. After the multirotor aircraft 1 takes off, the four second rotor units 130 are controlled by the controller to start up simultaneously and increase the thrust, and the four L-shaped frames 111 The thrust of the units 130 causes them to move synchronously in directions away from each other, thereby expanding the surrounding area of the annular body 11. Before the multi-rotor aircraft 1 lands, the four second rotor units 130 are controlled by the controller to gradually reduce the thrust or stop rotating at the same time, and the four L-shaped frames 111 are connected to the elastic members. Due to the elastic force of the annular body 11, the annular body 11 moves synchronously toward each other, thereby reducing the surrounding area of the annular body 11.

The annular body 11 is not limited to a rectangular shape, for example, the annular body 11 may be triangular (see FIGS. 6 and 7) or other shapes, and is not particularly limited here.

Note that the elastic member may be omitted. In one embodiment, each actuator component 13 comprises two sets of second rotor units 130, and each set of second rotor units 130 comprises at least one second rotor unit 130. One set of second rotor units 130 among the two sets of second rotor units 130 is used to provide a driving force to move the two adjacent frames 111 away from each other, and another set of second rotor units 130 is used to provide a driving force to move the two adjacent frames 111 away from each other. The rotor unit 130 is used to provide a driving force that brings two adjacent frames 111 closer together, and specifically, to provide a driving force that brings two adjacent frames 111 closer together, The thrust of the second rotor unit 130 of the set is directed toward the inside of the annular body 11 or is relatively inclined toward the inside of the annular body 11 . When it is necessary to expand or reduce the surrounding area of the annular body 11, one set of second rotor units 130 is activated or increases thrust, and at the same time, another set of second rotor units 130 is rotated. A set of second rotor units 130 is activated or increases thrust, and another set of second rotor units 130 is activated or increases thrust, for example to provide a driving force that brings two adjacent frames 111 closer together. The second rotor unit 130 stops rotating or reduces its thrust, and at this time, the surrounding area of the annular body 11 is reduced.

In another embodiment, the second rotor unit 130 is used to provide the driving force to move two adjacent frames 111 away from each other, and the first rotor unit 12 provides flight lift to the multirotor aircraft 1. It is also used to provide a driving force that moves two adjacent frames 111 closer to each other. Specifically, the thrust of the first rotor unit 12 acting on the annular body 11 is relatively inclined toward the inside of the annular body 11, so that a part of the thrust of the first rotor unit 12 is It is used to drive two adjacent frames 111 closer to each other, and at the same time, the first rotor unit 12 is used to drive the two adjacent frames 111 closer to each other, and at the same time, the first rotor unit 12 is used to reduce the non-zero in the vertical direction of the thrust force acting on the annular fuselage 11 as the lift force of the flight of the multicopter aircraft 1. Retain ingredients.

The multirotor aircraft 1 provided by the present invention adopts an annular airframe 11 consisting of at least two frames 111 and at least two coupling units 112, where adjacent frames 111 are moved away from each other by the actuation of the actuator component 13 or brought closer together to achieve the purpose of expanding or contracting the enclosing area of the annular body 11, so that the multirotor aircraft 1 is able to actively change the size of its overall area during flight: takeoff and landing of the flight At this stage, the multi-rotor aircraft 1 reduces the surrounding area of the annular body 11, which is advantageous for the multi-rotor aircraft 1 to take off and land in areas with limited area. During the remaining stages of the flight, the multirotor aircraft 1 may expand the enclosing area of the annular vehicle 11 in order to be suitable for special tasks, for example to capture an unmanned aircraft 2 intruding into a no-fly zone, You can display large advertising banners in the air, inspect the structure of tower-shaped buildings, etc.

Specifically, when the multirotor aircraft 1 is used to display a large advertising banner in the air, the advertising banner is provided on the annular body 11, and the multirotor aircraft 1 covers the surrounding area of the annular body 11 during flight. Expand the advertising banner in the air by enlarging it.

When the multirotor aircraft 1 is used to inspect tower-type structures such as communication towers, factory chimneys, wind turbine blades, etc., the inner surface of the annular fuselage 11 is equipped with sensors 17 ( (See Figure 7) For example, cameras are arranged in a ring. When the multirotor aircraft 1 performs inspection work, the tower-shaped structure penetrates the area surrounding the annular body 11, thereby improving the efficiency of the inspection.

Referring to FIGS. 1 to 3, the multirotor aircraft provided in this embodiment is basically the same as that in embodiment 1, and the differences are as follows. The actuator component 13 is a linear actuator, and both ends of the linear actuator are respectively connected to two adjacent frames 111 or to a frame 111 and a connecting unit 112 that connects with the frames 111. In addition, if the connecting unit 112 has an expandable structure, both ends of the linear actuator may be connected to the connecting unit 112, respectively.

Specifically, a linear actuator is a general mechanical device that can realize linear motion of a load, which converts the rotary motion of a motor into linear motion of a load through a sliding screw or belt transmission. It may be a pneumatic slide, a hydraulic cylinder, etc. That is, in order to drive two adjacent frames 111 toward or away from each other, the fixed end of the linear actuator is connected to one of the two adjacent frames 111, and the fixed end of the linear actuator is connected to the other of the two adjacent frames 111. Connect the movable ends, or connect the fixed end of the linear actuator to one of the frame 111 and the connecting unit 112 connected thereto, and connect the movable end of the linear actuator to the other of the frame 111 and the connecting unit 112 connected thereto. Alternatively, both the fixed end and the movable end of the linear actuator are connected to the connection unit 112.

Referring to FIGS. 8 to 10, the multirotor aircraft provided in this example is basically the same as that in Example 1, with the following differences. The actuator component 13 is transmission-coupled with the first rotor unit 12 and is used to drive the first rotor unit 12 such that the first rotor unit 12 changes the direction of the thrust force acting on the annular body 11. , thereby achieving the purpose of expanding or contracting the surrounding area of the annular body 11 by moving two adjacent frames 111 away from or approaching each other when the multi-rotor aircraft flies.

Optionally, the actuator component 13 may include a drive member and a transmission member. The drive member is provided on the frame 111. One end of the transmission member is connected to the power output shaft of the drive member, and the other end of the transmission member is connected to the first rotor unit 12. The drive member can rotate the first rotor unit 12 about the power output shaft of the drive member via the transmission member so that the first rotor unit 12 changes the direction of thrust acting on the annular body 11. can.

Referring to FIG. 9, when the actuator component 13 tilts the thrust of the first rotor unit 12 acting on the annular body 11 at a certain angle to the outside of the annular body 11, the partial thrust of the first rotor unit 12 is It is used to drive the two frames 111 away from each other, and at the same time, the first rotor unit 12 drives the non-zero component in the vertical direction of the thrust acting on the annular body 11 as the lift force of the flight of the multirotor aircraft 1. Hold.

Referring to FIG. 8, when the actuator component 13 tilts the thrust of the first rotor unit 12 acting on the annular body 11 at a certain angle inside the annular body 11, the partial thrust of the first rotor unit 12 is The first rotor unit 12 is used to drive the two frames 111 closer to each other, and at the same time the first rotor unit 12 retains the non-zero component in the vertical direction of the thrust acting on the annular body 11 as a lift force for the flight of the multirotor aircraft 1. do.

In this way, the first rotor unit 12 can not only provide flight lift to the multi-rotor aircraft 1, but also provide the annular vehicle 11 with a driving force to expand or contract the surrounding area.

Note that when the drive member rotates the first rotor unit 12 around the power output shaft of the drive member, the controller rotates the first rotor unit 12 so that the magnitude of the lift of the flight of the multirotor aircraft 1 does not change. The unit 12 dynamically controls the magnitude of the thrust, thereby helping the multirotor aircraft 1 maintain a constant altitude flight.

In one embodiment of the present example, the driving member is provided inside the frame 111, and the frame 111 may be provided with a guide groove 1110, and one end of the transmission member protrudes from the guide groove 1110 and is connected to the first rotor unit 12. Connect with. The guide groove 1110 can guide the transmission member to swing along the cross section of the frame 111, and can prevent the transmission member from vibrating along the longitudinal direction of the frame 111.

Furthermore, the number of first rotor units 12 provided in each frame 111 is not limited to the one illustrated. For example, a multi-rotor aircraft comprises two frames 111, each frame 111 being provided with two first rotors 12, which jointly constitute a quadcopter layout and actuators on each frame 111. The component 13 is used to synchronously drive the two first rotors 12 on the frame 111 on which it is located so that they change the direction of the thrust exerted on the annular fuselage 11.

Referring to Figures 11 to 13, the multirotor aircraft provided in this example is basically the same as the multirotor aircraft provided in any of Examples 1 to 3, and the differences are as follows. It is. The multirotor aircraft 1 further includes a net bag 15. The net bag 15 may be provided on the frame 111, the connection unit 112, or the landing gear 14, and the bag opening of the net bag 15 may be expanded or contracted according to the expansion or contraction of the surrounding area of the annular body 11. That is, in the process of expanding or contracting the surrounding area, the annular body 11 simultaneously expands or contracts the bag opening of the net bag 15 accordingly. Optionally, the net bag 15 may be removably connected to the frame 111 or the coupling unit 112 or the landing gear 14, and the net bag 15 may be installed on the annular fuselage 11 as required.

Furthermore, the multirotor aircraft 1 may be used to capture an unmanned aircraft 2 that enters a no-fly zone; specifically, when it is necessary to capture an unmanned aircraft 2, the multirotor aircraft 1: By expanding the surrounding area of the annular body 11, the bag opening of the net bag 15 can be expanded, and as a result, the success rate of the captured unmanned aircraft 2 entering the net bag 15 at the time of capture can be increased, and The net bag 15 is placed in tension so as to avoid the possibility of the net bag 15 vibrating under the influence of the airflow and coming into contact with the first rotor unit 12 when the multirotor aircraft 1 flies forward at high speed. It is possible to keep it.

One implementation method for the multirotor aircraft 1 to capture the unmanned aircraft 2 is as shown in FIG. and relatively tilt the unmanned aircraft 2 into the net bag 15 so that the first rotor unit 12 and/or the second rotor unit 130 increase the flight speed of the multirotor aircraft 1. The mesh bag 15 not only allows the multirotor aircraft 1 to catch up with the unmanned aircraft 2 but also allows the unmanned aircraft 2 to enter the net bag 15 at the same time. It becomes possible to point the bag mouth at Unmanned Aerial Vehicle 2.

After the unmanned aircraft 2 to be captured enters the net bag 15, the multirotor aircraft 1 can close the bag opening of the net bag 15 by reducing the surrounding area of the annular body 11, so that the captured This reduces the risk of the captured unmanned aircraft 2 escaping through the bag opening of the net bag 15, and also makes it possible to loosen the net bag 15 and entangle the captured unmanned aircraft 2.

Referring to FIGS. 1, 2, 3, and 11 to 13, the multirotor aircraft provided in this example is basically the same as that in example 4, and the differences are as follows. be. A protective frame 16 is provided on the frame 111 or the connection unit 112. The protective frame 16 extends on one side of the surrounding area of the annular fuselage 11 and is used to prevent the mesh bag 15 from contacting the propeller of the first rotor unit 12.

Specifically, the protection frame 16 is composed of a plurality of protection bars 160, each of which is provided on the frame 111 or the connection unit 112, and connected to the propeller of the first rotor unit 12 and the net 15. located between. When the surrounding area of the annular body 11 is expanded, the plurality of protection bars 160 move away from each other, and as a result, it is possible to avoid blocking the bag opening of the net bag 15, and the captured unmanned aircraft 2 can be smoothly inserted into the net bag 15. allow you to enter. When the surrounding area of the annular body 11 is reduced, the plurality of protection bars 160 approach each other, so that the bag opening of the net bag 15 can be partially or completely closed, and the captured unmanned aircraft 2 can be Prevents it from escaping from the bag opening of the net bag 15.

The multirotor aircraft provided in this embodiment is basically the same as that in embodiment 1, with the following differences. The elastic member is replaced by a redirection mechanism. The direction change mechanism is electrically connected to the controller and is transmission-coupled to the second rotor unit 130 so that the second rotor unit 130 changes the direction of the thrust acting on the annular body 11. unit 130, whereby the second rotor unit 130 is not only used to move two adjacent frames 111 away from each other, but also to bring two adjacent frames 111 closer to each other. used.

The principle of the direction change mechanism is that the second rotor unit 130 is driven so that the second rotor unit 130 changes the direction of the thrust acting on the annular body 11. This is basically the same principle as driving the first rotor unit 12 so as to change the direction of the thrust acting on the annular body 11. However, in this embodiment, the second rotor unit 130 may only provide the driving force to move the two adjacent frames 111 away from and toward each other, and does not provide flight lift to the multirotor aircraft 1. That is, when the thrust of the second rotor unit 130 acting on the annular body 11 is directed toward the outside of the annular body 11 and perpendicular to the direction of the thrust of the first rotor unit 12, the second rotor unit 130 It is used only to move the two frames 111 away from each other, and when the thrust of the second rotor unit 130 acting on the annular body 11 is directed inside the annular body 11 and perpendicular to the thrust direction of the first rotor unit 12, The second rotor unit 130 is used only to bring two adjacent frames 111 closer together.

Each technical feature of the embodiments may be combined arbitrarily. For the sake of brevity of explanation, all possible combinations of each technical feature of the embodiments are not described; however, the combinations of these technical features are the same as those described herein unless there is a contradiction. should be considered as a range.

The embodiments describe only some implementation modes of the present invention, and the description is more specific and detailed, but cannot be understood as a limitation on the scope of the claims. A person skilled in the art may be able to make some changes and improvements without departing from the concept of the invention, which fall within the scope of protection of the invention. Therefore, the patent protection scope of the present invention should be based on the appended claims.

Claims (18)

A multirotor aircraft, comprising a controller, an annular fuselage, at least two first rotor units, and at least two actuator components;
The annular body includes at least two frames and at least two connection units, and two adjacent frames are movably connected via the connection unit,
the at least two first rotor units are each disposed on the annular airframe and electrically connected to the controller and are used to provide flight lift to the multirotor aircraft;
the at least two actuator components are respectively provided on the annular airframe and electrically connected to the controller, and are used to move two adjacent frames toward or away from each other when the multirotor aircraft is in flight; This expands or reduces the surrounding area of the annular body,
multirotor aircraft. The actuator component includes a second rotor unit, the second rotor unit being provided on the frame or the coupling unit and electrically connected to the controller;
The second rotor unit is used to provide a driving force that moves the two adjacent frames away from each other, and the actuator component further includes an elastic member, and both ends of the elastic member The elastic force of the elastic member connects two adjacent frames to each other. used to bring closer
Alternatively, the second rotor unit is divided into two sets , each set of the second rotor unit includes at least one second rotor unit, and the second rotor unit of the two sets includes at least one second rotor unit. The second rotor units of a first set are used to provide a driving force to move two adjacent frames away from each other, and the second rotor units of a second set are used to drive two adjacent frames away from each other. Used to provide the driving force that brings the frames closer together,
Alternatively, the second rotor unit is used to provide a driving force that moves two adjacent frames away from each other, and the first rotor unit provides a driving force that moves two adjacent frames closer together. Also used to
A multirotor aircraft according to claim 1. The frame includes a first frame main body, a second frame main body, and a connecting part, and the first frame main body and the second frame main body of the frame are connected via the connecting part, The first frame body of the first frame and the second frame body of the second frame of the two adjacent frames are connected via the connection unit,
The first rotor unit is provided in the first frame main body and the second frame main body, respectively, the second rotor unit is provided in the connecting portion, and the second rotor unit is provided in the connecting portion. is used to simultaneously generate a non-zero component of thrust along the longitudinal direction of the first frame body and the longitudinal direction of the second frame body; a rotor unit and the second rotor unit are provided;
A multirotor aircraft according to claim 2. The resultant force of the thrust forces of all said second rotor units is always zero so as not to affect the motion control of said multirotor aircraft, or alternatively, the resultant force of thrust forces of all said second rotor units is non-zero, and is used to drive the multirotor aircraft to move in the same direction as its resultant force or in some other predetermined direction ;
and/or the thrust of the second rotor unit simultaneously has a non-zero component along the thrust direction of the first rotor unit, and after the second rotor unit is activated, the thrust of the multi-rotor aircraft is It is also used to increase lift or increase the driving force for the multirotor aircraft to fly forward,
and/or the thrust of the second rotor unit is directed toward the outside of the annular body or is relatively inclined toward the outside of the annular body; The thrust of the rotor unit is directed toward the inside of the annular body or relatively inclined toward the inside of the annular body to provide a driving force that brings two adjacent frames closer together;
and/or the controller may adjust the magnitude of the thrust of the second rotor unit such that two adjacent frames reach different separation distances, thereby causing the annular body to It becomes possible to adjust the surrounding area to different enlargement ratios,
A multirotor aircraft according to claim 2. The actuator component is a linear actuator, and both ends of the linear actuator are respectively connected to two adjacent frames, or connected to the frame and the connection unit connected to the frame, or connected to the connection unit. Link,
A multirotor aircraft according to claim 1. The actuator component is transmission-coupled with the first rotor unit and is used to drive the first rotor unit such that the first rotor unit changes the direction of thrust acting on the annular vehicle. , thereby achieving the purpose of expanding or contracting the surrounding area of the annular body by moving the two adjacent frames away from each other or closer to each other when the multi-rotor aircraft flies;
A multirotor aircraft according to claim 1. When the actuator component tilts the thrust of the first rotor unit acting on the annular body toward the outside of the annular body, the partial thrust of the first rotor unit drives two adjacent frames away from each other. and at the same time, as the lift force of the flight of the multi-rotor aircraft, the first rotor unit retains a vertical non-zero component of the thrust force acting on the annular airframe;
When the actuator component tilts the thrust of the first rotor unit acting on the annular body toward the inside of the annular body, the partial thrust of the first rotor unit drives two adjacent frames toward each other. and at the same time, as the lift force of the flight of the multi-rotor aircraft, the first rotor unit retains a vertical non-zero component of the thrust force acting on the annular vehicle.
A multirotor aircraft according to claim 6. The actuator component includes a second rotor unit and a direction change mechanism;
the second rotor unit is provided on the frame or the connection unit,
The direction change mechanism is electrically connected to the controller and is dynamically coupled to the second rotor unit, so that the second rotor unit changes the direction of thrust acting on the annular body. It is used to drive two rotor units, thereby achieving the purpose of moving two adjacent frames away from each other or closer to each other when the multi-rotor aircraft flies to expand or reduce the surrounding area of the annular airframe. do,
A multirotor aircraft according to claim 1. When the thrust of the second rotor unit acting on the annular body is directed toward the outside of the annular body, the second rotor unit is used to move the two adjacent frames away from each other , and the second rotor unit is used to move the two adjacent frames away from each other. When the thrust of the second rotor unit acting is directed towards the inside of the annular body, the second rotor unit is used to bring two adjacent frames closer to each other,
and/or the resultant of the thrusts of all said second rotor units is always zero so as not to affect the motion control of said multirotor aircraft; the resultant force is non-zero and is used to drive the multirotor aircraft to move in the same direction as the resultant force or in some other predetermined direction;
A multirotor aircraft according to claim 8. The frame includes a first frame main body, a second frame main body, and a connecting part, and the first frame main body and the second frame main body of the frame are connected via the connecting part, The first frame main body of the first frame and the second frame main body of the second frame of the two adjacent frames are connected via the connection unit ,
A multirotor aircraft according to claim 1. The first frame main body, the second frame main body, and the connecting portion are connected to form the U-shaped, L-shaped, or V-shaped frame ,
and/or at least one end of the connecting unit is connected to the first frame body or the second frame body of the adjacent frame by a bayonet connection or by a sleeve connection; an expandable structure connected to the first frame body and the second frame body of the two frames;
A multirotor aircraft according to claim 10 . The multi-rotor aircraft further includes a net bag, the net bag is provided on the frame or the connection unit , or the annular fuselage further includes at least two landing gears, and the landing gear includes at least two landing gears. each of the two frames or at least two of the connection units, and the net bag is provided on the undercarriage;
The bag opening of the net bag can be expanded or contracted according to the expansion or contraction of the surrounding area of the annular body.
A multirotor aircraft according to any one of claims 1 to 11 . The frame or the connection unit is provided with a protective frame, the protective frame extending to one side of the surrounding area of the annular body and preventing the net bag from contacting the propeller of the first rotor unit. The protection frame is composed of a plurality of protection bars, and when the surrounding area of the annular body is reduced, the plurality of protection bars approach each other and partially or partially close the bag opening of the net bag. used to close completely ,
and/or the annular body expands or contracts the bag opening of the net bag at the same time in the process of expanding or contracting the surrounding area;
and/or the multi-rotor aircraft is used to acquire an unmanned aerial vehicle, and when the unmanned aerial vehicle needs to be acquired, the multi-rotor aircraft increases the coverage area of the annular vehicle by enlarging the enclosing area of the annular vehicle. After enlarging the bag opening of the bag and the unmanned aircraft entering the net bag, the multi-rotor aircraft narrows the bag opening of the net bag by reducing the surrounding area of the annular body;
and/or the multi-rotor aircraft approaches the unmanned aerial vehicle from behind the unmanned aerial vehicle and tilts the annular vehicle relatively along the flight direction to finally place the unmanned aerial vehicle into the net bag. It is possible to enter
A multirotor aircraft according to claim 12 . The multi-rotor aircraft is used to display a large advertising banner in the air , the advertising banner is provided on the annular fuselage, and the multi-rotor aircraft expands the surrounding area of the annular fuselage during flight. deploying the advertising banner in the air ;
and/or the multi-rotor aircraft is used to inspect the structure of a tower-type building , and sensors related to inspection are disposed in a ring on an inner surface of the annular body, and the multi-rotor aircraft allows a tower-shaped structure to penetrate into the area surrounding the ring-shaped aircraft when performing inspection work ,
A multirotor aircraft according to any one of claims 1 to 11 . During the take-off and landing stages of flight, the multi-rotor aircraft can actively reduce the surrounding area of the annular body, which is advantageous for the multi-rotor aircraft to take off and land in areas with limited area;
and/or the side on which the surrounding area of the annular body is located is the inside of the annular body, and the side opposite to the surrounding area of the annular body is the outside of the annular body;
A multirotor aircraft according to any one of claims 1 to 11 . When using the multirotor aircraft according to claim 12 or 13,
the multirotor aircraft is used to acquire an unmanned aerial vehicle;
When it is necessary to capture the unmanned aerial vehicle, the multi-rotor aircraft expands the bag opening of the net bag by expanding the surrounding area of the annular body;
After the unmanned aircraft enters the net bag, the multi-rotor aircraft narrows the bag opening of the net bag by reducing the surrounding area of the annular body;
A method of using the multi-rotor aircraft comprising: The multi-rotor aircraft approaches the unmanned aircraft from the rear of the unmanned aircraft, tilts the ring-shaped aircraft relatively along the flight direction, directs the bag opening of the net bag toward the unmanned aircraft, and carries out the multi-rotor aircraft. causing the unmanned aerial vehicle to enter the net bag at the same time as the rotor aircraft catches up with the unmanned aerial vehicle;
17. A method of using a multirotor aircraft according to claim 16. When using the multirotor aircraft according to any one of claims 1 to 11,
The multi-rotor aircraft is used to display a large advertising banner in the air, the advertising banner is installed on the annular body, and the multi-rotor aircraft is used to display a large advertising banner in the air by expanding the surrounding area of the annular body during flight. deploying said advertising banner;
and/or the multi-rotor aircraft is used to inspect the structure of a tower-type building, and sensors related to inspection are disposed in a ring on the inner surface of the annular body, and the multi-rotor aircraft is configured to: Penetrating the tower-shaped structure into an area surrounding the ring-shaped aircraft when performing inspection work;
and/or during the take-off and landing stages of the flight, the multi-rotor aircraft reduces the surrounding area of the annular body, making it advantageous for the multi-rotor aircraft to take off and land in areas with limited area;
A method of using the multi-rotor aircraft comprising: