WO2015172558A1 - 变距飞行器的控制方法和控制装置 - Google Patents

变距飞行器的控制方法和控制装置 Download PDF

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Publication number
WO2015172558A1
WO2015172558A1 PCT/CN2014/094285 CN2014094285W WO2015172558A1 WO 2015172558 A1 WO2015172558 A1 WO 2015172558A1 CN 2014094285 W CN2014094285 W CN 2014094285W WO 2015172558 A1 WO2015172558 A1 WO 2015172558A1
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Prior art keywords
aircraft
motor
rotor
pitch
control device
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PCT/CN2014/094285
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English (en)
French (fr)
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杨华东
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杨华东
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Publication of WO2015172558A1 publication Critical patent/WO2015172558A1/zh

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64U—UNMANNED AERIAL VEHICLES [UAV]; EQUIPMENT THEREFOR
    • B64U50/00—Propulsion; Power supply
    • B64U50/20—Transmission of mechanical power to rotors or propellers
    • B64U50/27—Transmission of mechanical power to rotors or propellers with a single motor serving two or more rotors or propellers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C27/00—Rotorcraft; Rotors peculiar thereto
    • B64C27/54—Mechanisms for controlling blade adjustment or movement relative to rotor head, e.g. lag-lead movement
    • B64C27/78—Mechanisms for controlling blade adjustment or movement relative to rotor head, e.g. lag-lead movement in association with pitch adjustment of blades of anti-torque rotor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64U—UNMANNED AERIAL VEHICLES [UAV]; EQUIPMENT THEREFOR
    • B64U10/00—Type of UAV
    • B64U10/10—Rotorcrafts
    • B64U10/13—Flying platforms
    • B64U10/14—Flying platforms with four distinct rotor axes, e.g. quadcopters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64U—UNMANNED AERIAL VEHICLES [UAV]; EQUIPMENT THEREFOR
    • B64U30/00—Means for producing lift; Empennages; Arrangements thereof
    • B64U30/20—Rotors; Rotor supports
    • B64U30/29—Constructional aspects of rotors or rotor supports; Arrangements thereof
    • B64U30/296—Rotors with variable spatial positions relative to the UAV body

Definitions

  • the present application belongs to the field of aerial photography, and particularly relates to a control method and a control device for a multi-rotor variable pitch aircraft.
  • Each of the shafts of the multi-axle aircraft of the prior art solution consists of a corresponding propeller and a motor that drives the respective propeller.
  • the attitude maintenance and maneuvering of the flight of the aircraft is to control the speed of each motor through the flight control system (the rotation directions of the individual motors of the existing multi-axis aircraft are opposite in pairs to counteract the spin torque) to achieve the attitude and motion control of the aircraft. of.
  • the attitude of the vertical take-off and landing aircraft includes horizontal and inclined. Maneuvers include level flight, ascent, descent, and spin (around the Z axis of the body, the vertical axis of the horizontal plane of the body structure).
  • the ascending and descending action of the multi-axis aircraft is achieved by synchronously raising or lowering the rotational speeds of all the motors; the horizontal flight of the aircraft is to increase the rotational speed difference of the two motors on the diagonal in pairs so that the aircraft maintains a certain horizontal tilt posture along the diagonal
  • the line is driven by the high speed motor pointing in the direction of the low speed motor; the clockwise (counterclockwise) spin is to simultaneously increase (reduce) all clockwise (counterclockwise) rotation of the motor and reduce (increase) the whole machine. All counterclockwise (clockwise) rotation of the motor speed is achieved.
  • the lift generated by each motor-driven propeller is used as a force of different magnitudes.
  • the rotational speed of each motor is taken as a positive and negative moment.
  • the attitude and action of controlling the aircraft are to continuously increase or decrease the magnitude of each force and the various moments. The size is achieved.
  • the motor is not synchronized with the pitch change.
  • the pitch does not change, and the speed is increased.
  • the maximum working efficiency of the existing fixed pitch blades is generally during the hovering period and a certain speed range, and the efficiency of the blades is lowered during the climbing process, and the motor load is also increased by simply changing the motor speed.
  • the motion control sensitivity during the ascent is not as good as the motor and pitch synchronization.
  • the object of the present invention is to provide a control method and a control device for a multi-rotor variable pitch aircraft, which solves the technical problem of insensitivity in the spin process of the UAV in the prior art.
  • the present invention provides the following technical solutions:
  • the embodiment of the present application discloses a control method of a variable pitch aircraft. During the climbing process, the pitch of the rotor of the aircraft and the rotational speed of the motor are synchronously increased; during the descending process of the aircraft, the rotor of the aircraft The pitch and the speed of the motor are reduced simultaneously.
  • the aircraft includes a main body portion and a rotor assembly that drives the main body portion, the rotor assembly includes a plurality of rotors and a drive base disposed around the main body portion A motor in which the rotor rotates, the motor simultaneously drives all of the rotors for synchronous rotation.
  • the embodiment of the present application further discloses a control device for a variable pitch aircraft, the control device comprising a first control lever, wherein the first control lever controls the pitch of the aircraft rotor and the rotational speed of the motor to increase synchronously in the first state; The first control lever controls the pitch of the aircraft rotor and the rotational speed of the motor to decrease synchronously in the second state.
  • the first state and the second state are movements in different directions, respectively.
  • the first state and the second state may also be different button states or toggle states.
  • the aircraft includes a main body portion and a rotor assembly that drives the main body portion
  • the rotor assembly includes a plurality of rotors disposed around the main body portion and driving the rotor A motor that rotates, and the motor simultaneously drives all of the rotors for synchronous rotation.
  • the control device further includes a first mode switching channel, wherein the first mode switching channel implements an attitude mode, a manual mode, and a GPS mode switching, wherein the attitude mode passes
  • the parameters of the gravity acceleration sensor on the aircraft cause the aircraft to automatically balance;
  • the manual mode stabilizes the aircraft by parameters of a three-axis gyroscope provided on the aircraft;
  • the GPS mode is combined with a gravity acceleration sensor, a three-axis gyroscope
  • the instrument, GPS signal and electronic compass signal keep the aircraft in place in space.
  • control device further includes a second mode switching channel, and the second mode switching channel can realize switching of at least a plurality of motor constant speeds.
  • the flight controller controls the motor to a certain ratio. For example, the speed is increased, the mode is relatively efficient, the motor load is softer, and the sensitivity is moderate and easy to control.
  • FIG. 1 is a schematic perspective view showing a three-dimensional structure of a variable pitch multi-axis aircraft according to an embodiment of the present invention
  • FIG. 2 is a schematic exploded view of a variable pitch multi-axis aircraft according to a specific embodiment of the present invention
  • FIG. 3 is a schematic structural view of a double-head main drive synchronous wheel according to a specific embodiment of the present invention.
  • FIG. 4 is a perspective view showing a variable pitch rotor in a specific embodiment of the present invention.
  • Figure 5 is a schematic exploded view of a variable pitch rotor according to a specific embodiment of the present invention.
  • Figure 6 is a simplified schematic view of a variable pitch multi-axis aircraft in accordance with an embodiment of the present invention.
  • the present invention relates to a variable pitch multi-axis aircraft.
  • a plurality of rotors can be simultaneously driven to rotate simultaneously by one motor, and on the other hand, the pitch of each rotor is variable.
  • the structure will be specifically described below by way of a preferred embodiment.
  • variable pitch aircraft includes a bracket 10, and a drive system 20 and a variable pitch rotor 30 mounted on the bracket.
  • the bracket 10 is a supporting platform, and a landing gear, an aerial camera head and the like can be fixed under the bracket 10, and the power supply, the circuit board and the like can be carried on the upper part.
  • FIG. 2 is a schematic exploded view of a variable pitch aircraft according to a specific embodiment of the present invention, for convenience of explanation, Some components are hidden from the figure in Figure 1.
  • the bracket 10 includes a first side rod 11 and a second side rod 12 which are disposed in parallel, and the first side rod 11 and the second side rod 12 are two hollow round rods having the same length and the same diameter.
  • a main rod 13 is fixed between the first side rod 11 and the second side rod 12, and the main rod 13 is a hollow round rod, and two ends thereof are respectively fixed at an intermediate position between the first side rod 11 and the second side rod 12, and
  • the main rod 13 is preferably perpendicular to the first side rod 11 and the second side rod 12.
  • the main rod 13 may also not be perpendicular to the first side rod 11 and the second side rod 12.
  • the material of the first side rod 11, the second side rod 12 and the main rod is preferably carbon fiber, and it is conceivable that the first side rod 11, the second side rod 12 and the main rod 13 can be used under the premise of satisfying the supporting strength. Other materials, the lighter the better.
  • the bracket 10 described above is simple in structure and minimizes weight because it is fixed by only three round rods.
  • the drive system 20 includes a motor 22, a motor synchronous wheel 23, a main drive synchronous wheel 24, a synchronous drive belt 25, and a spindle 26.
  • the motor synchronous wheel 23 is mounted on the output shaft of the motor 22, the spindle 26 is rotatably disposed in the main rod 13, the main drive synchronous wheel 24 is sleeved on the main shaft 26 and fixed to the main shaft 26, and the motor synchronous wheel 23 is located at the main drive synchronous wheel 24.
  • the motor synchronous wheel 23 and the main drive synchronous wheel 24 are interlocked by the synchronous drive belt 25.
  • an intermeshing cogging is provided between the inner surface of the synchronous drive belt 25 and the outer surface of the motor synchronous wheel 23, and the main drive synchronous wheel
  • the outer surface of the outer surface 24 is also provided with a tooth groove that engages the inner surface of the synchronous drive belt 25.
  • Each of the variable pitch rotors 30 includes a drive shaft 31 in a vertical direction.
  • the bottom end of the drive shaft 31 is sleeved and fixed with a rotor synchronous wheel 32.
  • the two ends of the main shaft 26 are respectively sleeved and fixed with a double-head main drive synchronous wheel 27 (Integrated two side drive synchronous wheels), as shown in Fig. 3, each double-head main drive synchronous wheel 27 is provided with two driving portions side by side, and the two driving portions are respectively connected with one ends of two synchronous driving belts 28
  • the other end of the synchronous transmission belt 28 is sleeved on the outer side of a rotor synchronous wheel 32 and can drive the rotor synchronous wheel 32 to rotate.
  • An intermeshing slot is provided between the timing belt 28 and the contact surface of the double-head main drive synchronizing wheel 27 and the rotor synchronizing wheel 32 to prevent slippage.
  • the double-head main drive synchronous wheel 27 can also be two independent synchronous wheels, and each synchronous wheel is respectively connected with a synchronous transmission belt.
  • the operating principle of the above drive system is as follows: the motor 22 is powered by the power supply, directly driving the motor to synchronize The wheel 23 rotates; the motor synchronous wheel 23 further drives the main drive synchronous wheel 24 to rotate by synchronously driving the belt 25.
  • the speed ratio can be controlled; 24 is fixed to the main shaft 26, so that the main shaft 26 can be further rotated; the main shaft 26 drives the two double-head main drive synchronizing wheels 27 fixed on the main shaft for synchronous rotation, and each double-head main drive synchronous wheel 27 passes through two synchronizations respectively.
  • the drive belt 28 drives the corresponding rotor synchronous wheel 32 to rotate, and the rotor synchronous wheel 32 in turn drives the corresponding flap to rotate.
  • the driving force is output to the main shaft by a motor, and the rotation of the main shaft is controlled.
  • the main shaft further outputs power to the four rotors through four synchronous transmission belts. Therefore, it is conceivable that the technical solution of the present invention can also be applied to an aircraft having other numbers of rotors.
  • the main shaft can be provided with the same number of synchronous wheels according to the number of the rotors. For example, a double-headed main can be added in the middle of the main shaft.
  • the synchronous wheel is driven.
  • the central position of the main rod can vertically fix a round rod.
  • the two ends of the round rod are respectively rotated to provide a rotor, so that the main shaft can simultaneously drive six rotors for synchronous rotation.
  • the UAV of the present invention is provided with a motor, and all the rotors are driven to rotate synchronously by the motor. Since only one motor is provided, the cost is low and the weight is light; and the high frequency vibration generated by one motor relative to the plurality of motors The influence on the definition of aerial photography is greatly weakened; in addition, the synchronization is easily controlled by driving all the rotors simultaneously by one motor.
  • variable pitch rotor 30 includes a drive shaft 31, a rotor synchronous wheel 32, a first fin 331, a second fin 332, a hub 34, and a drive portion.
  • the rotor timing wheel 32 is fixed to the bottom end of the drive shaft 31, and driven by the synchronous transmission belt 28, the drive shaft 31 can be rotated together.
  • the hub 34 is a cylinder whose axis vertically drives the axis of the shaft 31.
  • the middle portion of the hub 34 is provided with a through hole or a groove in the vertical direction, and is sleeved on the top end of the drive shaft 31 through the through hole or groove. Formed in a fixed manner, the rotation of the drive shaft 31 can drive the hub 34 to rotate together.
  • a first paddle 351 and a second paddle 352 are respectively rotatably disposed on two sides of the hub 34.
  • the first paddle 351 and the second paddle 352 are respectively provided with clamping portions, and the first blade
  • the 331 and the second flap 332 are detachably fixed to the two clamping portions by screws, respectively.
  • the driving portion includes a first sliding member 36.
  • the first sliding member 36 is sleeved on the driving shaft 31 and located below the hub 34.
  • the first sliding member 36 extends on the symmetrical sides of the driving shaft 31 to respectively extend the first crab claw. 361 and the second crab claw 362, the first paddle chuck 351 and the second paddle chuck 352 are respectively provided with a first rotating portion 3511 and a second rotating portion 3521, and between the first rotating portion 3511 and the first claw claw 361
  • a first connecting member 371 is rotatably connected, and a second connecting member 372 is rotatably coupled between the second rotating portion 3521 and the second claw 362.
  • the drive portion also includes a power unit that can drive the first slider 36 to rise.
  • the power unit includes a second sliding member 381, a variable pitch rocker arm 382, a connecting rod 383, and a steering gear (not shown).
  • the second sliding member 381 is sleeved on the driving shaft 31 and located below the first sliding member 36.
  • the variable pitch rocker arm 382 is rotatably mounted on the bracket 10, and one end of the variable pitch rocker arm 382 is rotatably coupled to the first slider 36, and the link 383 is connected between the steering gear and the other end of the variable pitch rocker arm 382.
  • the driving portion can simultaneously act on the first flap 331 and the second flap 332 and drive the first flap 331 and the second flap 332 to flip in opposite clockwise directions. Thereby the control of the blade pitch is achieved.
  • the flight control system does not need to change the rotation speed of each motor frequently in order to control the posture and movement of the whole machine, which saves the power consumption of the whole machine and delays the battery life;
  • the single-motor-driven variable-distance multi-axis aircraft is low in cost, such as a crash.
  • the prior art solution is that each motor is hard-wired to each propeller. Once the propeller crashes, the propeller hits any object due to high-speed inertia and is immediately damaged. The motor that is hard-wired to the propeller will be further damaged, so that the cost of parts replaced during the repair process will be greatly increased;
  • variable pitch propeller can make the motor optimize the aerodynamic effect of the propeller at different speeds
  • variable pitch propeller control makes the aircraft's action attitude correspondingly much faster than the prior art scheme, which increases the maneuverability of the aircraft and can achieve reverse flight;
  • variable pitch propeller is used to reduce the loss of the motor and prolong the service life of the multi-axis aircraft.
  • the body crossbar of the H-type fixed propeller and the longitudinal rod of the body have certain flexibility.
  • the propeller variable pitch at one end of the crossbar of the body increases the thrust, the body crossbar will be deformed around the longitudinal rod of the body. Of course, this deformation will be restored when the asymmetrical thrust of the body is small.
  • This slight and recoverable structural deformation of the body is the key to solving the spin action of the variable-distance multi-axis H-shaped body layout scheme.
  • the rotor pitches on the two diagonals increase and decrease, respectively, and the aerodynamic drag (reaction force) of the two rotors with increased pitch increases, and the aerodynamic drag is integrated into the whole machine.
  • the torque causes the aircraft to spin in the direction of the moment.
  • the two rotors with increased pitch increase the lift, so that the front and rear rails have slight relative torsion.
  • This kind of torsion also causes the propulsion of the two rotors with increased pitch to have a part of the force acting on the spin rotation. In the direction, accelerate the spin.
  • the simplification includes a main body portion and a rotor assembly for driving the main body portion, and the rotor assembly includes, in a counterclockwise direction, a rotor S1, a rotor S2, a rotor S3 and a rotor S4, which are sequentially disposed around the main body portion, wherein S1 and S3 Synchronous clockwise rotation, S2 and S4 rotate counterclockwise synchronously, S1 and S2 are located on the left and right sides of the aircraft head, and S3 and S4 are located on the left and right sides of the tail of the aircraft.
  • S1, S2, S3 and S4 are respectively driven by the corresponding servos.
  • the pitch of the different rotors can be controlled by the controller.
  • the attitude includes forward, backward, and left. Fly to the right, climb, descend, clockwise spin and counterclockwise.
  • the control device includes a first mode switching channel and a second mode switching channel.
  • the first mode switching channel implements an attitude mode, a manual mode, and a GPS mode switching, wherein the attitude mode automatically balances the aircraft by parameters of a gravity acceleration sensor provided on the aircraft; and the manual mode passes parameters of the three-axis gyroscope provided on the aircraft.
  • the aircraft is stabilized and compensated, and the parameters obtained by the three-axis gyroscope are used to stabilize the aircraft, so that the aircraft can be controlled;
  • the GPS mode is combined with the gravity acceleration sensor, the three-axis gyroscope, the GPS signal and the electronic compass signal to enable the aircraft to be in the The three-dimensional space automatically steers and rests at a point.
  • the GPS signal parameters are added under the premise of the attitude mode to allow the aircraft to maintain a fixed point in the spatial three-dimensional coordinates.
  • the second mode switching channel realizes the switching of the throttle pitch linkage, the motor constant speed 1 and the motor constant speed 2, wherein in the throttle pitch linkage mode, the pitch of the rotor of the aircraft and the rotational speed of the motor can be synchronously increased or synchronously reduced, when the aircraft is When the climbing pitch is required to increase, the flight controller controls the motor to increase the torque by a certain ratio to increase the torque.
  • the mode is relatively efficient, and the sensitivity is moderate and easy to control.
  • the motor constant speed is the output controller's output throttle signal size to the motor.
  • the attitude control of the aircraft by the remote controller is only fed back to the servo servos of each rotor response by the flight control.
  • the mode is changed because the motor speed is kept at a high speed and the output power is large, so the flight attitude control is sensitive, and the attitude flight such as reverse flight can be performed.
  • Motor constant speed 1 and motor constant speed 2 are different motor speed states.

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Abstract

一种变距飞行器的控制装置和控制方法，所述控制装置包括第一控制杆，所述第一控制杆在第一状态下控制飞行器旋翼的螺距和电机的转速同步增大；所述第一控制杆在第二状态下控制飞行器旋翼的螺距和电机的转速同步减小。当飞行器需要爬升螺距增加的时候，飞行控制器控制电机相应的以一定比例提高转速提高扭力，该模式相对效率较高，灵敏度适中易于控制。

Description

变距飞行器的控制方法和控制装置 技术领域
本申请属于航拍领域，具体涉及一种多旋翼变距飞行器的控制方法和控制装置。
背景技术
现有的技术方案中的多轴飞行器的每个轴由相应的螺旋桨和驱动相应螺旋桨的电机组成。飞行器飞行的姿态保持和机动动作是通过飞行控制系统分别控制各个电机转速(现有多轴飞行器的各个电机的转动方向是成对相反的，以抵消自旋力矩)来达成对飞行器姿态和动作控制的。垂直起降飞行器的姿态包括水平，倾斜。机动动作包括平飞，上升，下降，自旋(绕自身Z轴、即机体结构水平面的垂直轴)。多轴飞行器的上升与下降动作是使所有电机的转速同步提升或下降来实现；飞行器的水平飞行是成对地增加对角线上两个电机的转速差使飞机保持一定水平倾斜姿态沿该对角线的由高转速电机指向低转速电机方向移动来实现的；顺时针(逆时针)自旋是同时增加(减少)整机所有顺时针(逆时针)转动电机转速且同时减少(增加)整机所有逆时针(顺时针)转动电机转速来实现的。把每个电机驱动的螺旋桨产生的升力作为一个大小不同的作用力，把每个电机的转速作为一个个正反力矩，控制飞机的姿态和动作就是不断增减各个作用力的大小和各个力矩的大小来实现的。
电机跟螺距变化不同步，当飞行器爬升时，螺距不改变，则加快转速。而现有固定螺距的桨叶其最高工作效率一般都在悬停期间和一定的转速范围内，在爬升过程中桨叶的效率降低了，纯粹靠改变电机转速也加重了电机负担。同时上升过程中动作控制灵敏度不如电机和螺距同步的方案。
发明内容
本发明的目的提供一种多旋翼变距飞行器的控制方法和控制装置，解决现有技术中无人飞行器自旋过程中反应不灵敏的技术问题。
为实现上述目的，本发明提供如下技术方案：
本申请实施例公开了一种变距飞行器的控制方法，所述飞行器在爬升过程中，所述飞行器旋翼的螺距和电机的转速同步增大；所述飞行器在下降过程中，所述飞行器旋翼的螺距和电机的转速同步减小。
优选的，在上述的变距飞行器的控制方法中，所述飞行器包括主体部以及驱动所述主体部的旋翼组件，所述旋翼组件包括绕设于所述主体部四周的多个旋翼以及驱动所述旋翼转动的一个电机，所述电机同时驱动所述所有旋翼进行同步转动。
本申请实施例还公开了一种变距飞行器的控制装置，所述控制装置包括第一控制杆，所述第一控制杆在第一状态下控制飞行器旋翼的螺距和电机的转速同步增大；所述第一控制杆在第二状态下控制飞行器旋翼的螺距和电机的转速同步减小。
优选的，在上述的飞行器的控制装置中，所述第一状态和第二状态分别为不同方向的移动。第一状态和第二状态还可以为不同的按键状态或拨动状态。
优选的，在上述的飞行器的控制装置中，所述飞行器包括主体部以及驱动所述主体部的旋翼组件，所述旋翼组件包括绕设于所述主体部四周的多个旋翼以及驱动所述旋翼转动的一个电机，所述电机同时驱动所述所有旋翼进行同步转动。
优选的，在上述的飞行器的控制装置中，所述控制装置还包括第一模式切换通道，所述第一模式切换通道实现姿态模式、手动模式和GPS模式切换，其中，所述姿态模式通过设于飞行器上的重力加速度传感器的参数使得飞行器自动平衡；所述手动模式通过设于飞行器上的三轴陀螺仪的参数对飞行器进行增稳补偿；所述GPS模式是结合重力加速度传感器、三轴陀螺仪、GPS信号和电子罗盘信号使得飞行器在空间中保持定点。
优选的，在上述的飞行器的控制装置中，所述控制装置还包括第二模式切换通道，所述第二模式切换通道至少可以实现多个电机定速的切换。
与现有技术相比，本发明的优点在于：
当飞行器需要爬升螺距增加的时候，飞行控制器控制电机相应的以一定比 例提高转速，该模式相对效率较高，电机负载变化更柔和，灵敏度适中易于控制。
附图说明
为了更清楚地说明本申请实施例或现有技术中的技术方案，下面将对实施例或现有技术描述中所需要使用的附图作简单地介绍，显而易见地，下面描述中的附图仅仅是本申请中记载的一些实施例，对于本领域普通技术人员来讲，在不付出创造性劳动的前提下，还可以根据这些附图获得其他的附图。
图1所示为本发明具体实施例中变距多轴飞行器的立体结构示意图；
图2所示为本发明具体实施例中变距多轴飞行器的爆炸示意图；
图3所示为本发明具体实施例中双头主驱动同步轮的结构示意图；
图4所示为本发明具体实施例中变距旋翼的立体示意图；
图5所示为本发明具体实施例中变距旋翼的爆炸示意图；
图6所示为本发明具体实施例中变距多轴飞行器的简化示意图。
具体实施方式
下面将结合本发明实施例中的附图，对本发明实施例中的技术方案进行详细的描述，显然，所描述的实施例仅仅是本发明一部分实施例，而不是全部的实施例。基于本发明中的实施例，本领域普通技术人员在没有做出创造性劳动的前提下所获得的所有其他实施例，都属于本发明保护的范围。
本案涉及一种变距多轴飞行器，一方面，通过一个电机可以同时驱动多个旋翼同步进行转动，另一方面，每个旋翼的螺距可变。以下通过优选的实施例对其结构进行具体说明。
参图1所示，变距飞行器包括支架10、以及安装于支架上的驱动系统20和变距旋翼30。
支架10为一支撑平台，其下方可以固定有起落架、航拍云台等，其上方可以承载电源、电路板等部件。
图2所示为本发明具体实施例中变距飞行器的爆炸示意图，为了说明方便， 图中相对图1隐藏了部分部件。
参图2所示，支架10包括平行设置的第一侧杆11和第二侧杆12，第一侧杆11和第二侧杆12是两根长度相同、直径相同的空心圆杆。第一侧杆11和第二侧杆12之间固定有主杆13，主杆13为一空心圆杆，其两端分别固定于第一侧杆11和第二侧杆12的中间位置，且主杆13优选垂直于第一侧杆11和第二侧杆12。
在其他实施例中，主杆13也可以不垂直于第一侧杆11和第二侧杆12。第一侧杆11、第二侧杆12以及主杆的材质优选为碳纤维，易于想到的是，在满足支撑强度的前提下，第一侧杆11、第二侧杆12以及主杆13可以采用其他材质，越轻越好。
上述的支架10，由于仅仅采用三根圆杆进行固定，结构简单，而且最大化的降低了重量。
驱动系统20包括一电机22、一马达同步轮23、一主驱动同步轮24、一同步驱动皮带25和一主轴26。马达同步轮23安装于电机22的输出轴上，主轴26转动设于主杆13内，主驱动同步轮24套设于主轴26上并与主轴26固定，马达同步轮23位于主驱动同步轮24的正上方，马达同步轮23和主驱动同步轮24之间通过同步驱动皮带25实现联动。为了防止同步驱动皮带25与马达同步轮23以及主驱动同步轮24之间打滑，同步驱动皮带25的内表面与马达同步轮23的外表面之间设有相啮合的齿槽，主驱动同步轮24的外表面也设有与同步驱动皮带25内表面相啮合的齿槽。
每个变距旋翼30包括一沿竖直方向的驱动轴31，驱动轴31的底端套设并固定一转子同步轮32，主轴26的两端分别套设固定有一双头主驱动同步轮27(一体成型的两个侧驱动同步轮)，参图3所示，每个双头主驱动同步轮27并排设有两个驱动部，两个驱动部分别与两个同步传动皮带28的一端连接，同步传动皮带28的另一端套设于一转子同步轮32的外侧并可驱动转子同步轮32进行转动。
同步传动皮带28与双头主驱动同步轮27以及转子同步轮32的接触面之间设有相啮合的齿槽，以防止打滑。
需要说明的是，双头主驱动同步轮27也可以是两个独立的同步轮，每个同步轮分别与一同步传动皮带连接。
上述的驱动系统的作动原理如下：电机22由电源供电，直接带动马达同步 轮23进行转动；马达同步轮23通过同步驱动皮带25进一步带动主驱动同步轮24进行转动，通过调整马达同步轮23和主驱动同步轮24的直径比，可以控制转速比；由于主驱动同步轮24与主轴26固定，因此可进一步带动主轴26进行转动；主轴26带动固定于主轴上两个双头主驱动同步轮27进行同步转动，每个双头主驱动同步轮27又分别通过两个同步传动皮带28带动相应的转子同步轮32进行转动，转子同步轮32进而带动相应的翼片转动。
通过一个电机将驱动力输出至主轴，并控制主轴的转动，主轴通过四个同步传动皮带进一步将动力输出至四个旋翼。由此可以想到，本发明的技术方案同样可以适用于具有其他数量旋翼的飞行器，主轴上可以依据旋翼的数量，对应设有相同数目的同步轮，例如：可以在主轴的中部增加一个双头主驱动同步轮，同时，主杆的中部位置可以垂直固定一圆杆，该圆杆的两端分别转动设置一旋翼，如此，主轴可以同时驱动六个旋翼进行同步转动。
本发明的无人飞行器设置有一个电机，并通过该电机驱动所有的旋翼同步进行转动，由于仅设置一个电机，成本低，重量轻；而且相对于多个电机，一个电机所产生的高频振动对航拍清晰度的影响得到较大的削弱；另外，通过一个电机同时驱动所有旋翼进行转动，同步性容易控制。
参图4和图5所示，变距旋翼30包括驱动轴31、转子同步轮32、第一翼片331、第二翼片332、桨毂34和驱动部。
转子同步轮32固定于驱动轴31的底端，在同步传动皮带28的驱动下，可带动驱动轴31一起转动。
桨毂34为一圆柱体，其轴线垂直驱动轴31的轴线，桨毂34的中部沿竖直方向开设有通孔或凹槽，并通过该通孔或凹槽套设于驱动轴31的顶端形成固定，驱动轴31的转动可带动桨毂34一起转动。
桨毂34的两侧分别可转动设有第一桨夹头351和第二桨夹头352，第一桨夹头351和第二桨夹头352上分别设有夹持部，第一翼片331和第二翼片332分别通过螺钉可拆卸固定于两个夹持部上。
驱动部包括第一滑动件36，第一滑动件36套设于驱动轴31上，且位于桨毂34的下方，第一滑动件36于驱动轴31的对称两侧分别延伸有第一蟹爪361和第二蟹爪362，第一桨夹头351和第二桨夹头352分别设有第一转动部3511和第二转动部3521，第一转动部3511和第一蟹爪361之间可转动连接有第一连接件371，第二转动部3521和第二蟹爪362之间可转动连接有第二连接件372。
驱动部还包括可驱动第一滑动件36上升的动力装置。动力装置包括第二滑动件381、变距摇臂382、连杆383和舵机(图未示)，第二滑动件381套设于驱动轴31上，且位于第一滑动件36的下方，变距摇臂382可转动安装于支架10上，且变距摇臂382的一端与第一滑动件36可转动连接，连杆383连接于舵机和变距摇臂382的另一端之间。
驱动部可同时作用于第一翼片331和第二翼片332并驱动第一翼片331和第二翼片332沿相反的时针方向翻动。从而实现对翼片螺距的控制。
本发明的变距多轴飞行器，其优点在于：
1、飞控系统不用再为了控制整机的姿态和动作而频繁改变各电机的转速，节省了整机的电力消耗，延迟了续航时间；
2、降低了对飞控软件的性能要求，使得多轴飞行器的飞控软件开发和使用成本降低很多；
3、单电机驱动的变距多轴飞行器在发生诸如坠毁时成本低，现有技术方案是每个电机通过硬连接每个螺旋桨，一旦坠毁时螺旋桨由于高转速惯性碰到任何物体即刻损坏，同时会进一步损毁与螺旋桨硬连接的各个电机，这样整机在修复过程中更换的零配件的成本将大大增加；
4、采用变距螺旋桨可以让电机在不同转速下使螺旋桨的气动力作用最优；
5、采用变距螺旋桨控制使飞机的动作姿态相应速度比现有技术方案灵敏很多，增加了飞机的机动性能，可以实现倒过来飞行；
6、采用变距螺旋桨，减少了对电机使用的损耗，延长了多轴飞行器的使用寿命；
7、H型的固定螺旋桨的机体横杆和机体纵杆有一定的柔性。当机体横杆的一端的螺旋桨变距增加推力时，将使机体横杆绕机体纵杆发生一定的变形，当然此变形在机体不对称的推力小时候将恢复。这种轻微且可以恢复的机体结构变形正是解决可变距多轴H型机体布局方案实现自旋动作的关键。自旋操作时，两条对角线上的旋翼桨距分别增大和减小，桨距增大的两个旋翼受到的气动阻力(反作用力)也增大，气动阻力综合后的对整机的力矩使得飞机沿该力矩方向进行自旋动作。另外，桨距增大的两个旋翼升力增加，使得前后两个横杆有轻微的相对扭转，这种扭转也使得桨距增大的两旋翼产生的推进力有一部分分力作用在自旋旋转方向上，加速自旋。
参图6所示，为了方便对飞行器的控制方法进行介绍，对上述变距多轴飞 行器进行简化，简化后，其包括主体部以及驱动主体部的旋翼组件，旋翼组件沿逆时针方向包括依次设于主体部四周的旋翼S1、旋翼S2、旋翼S3和旋翼S4，其中S1和S3同步顺时针转动，S2和S4同步逆时针转动，S1和S2位于飞行器头部的左右两侧，S3和S4位于飞行器尾部的左右两侧。S1、S2、S3和S4分别在对应的舵机的驱动下螺距可变，通过控制器对不同旋翼螺距的控制可实现不同姿态的转换，该姿态包括向前飞、向后飞、向左飞、向右飞、爬升、下降、顺时针自旋和逆时针自选。
控制装置包括第一模式切换通道和第二模式切换通道。
第一模式切换通道实现姿态模式、手动模式和GPS模式切换，其中，姿态模式通过设于飞行器上的重力加速度传感器的参数使得飞行器自动平衡；手动模式通过设于飞行器上的三轴陀螺仪的参数对飞行器进行增稳补偿，利用三轴陀螺仪获取的参数对飞机进行稳定，使得飞机能够被控制；GPS模式是结合重力加速度传感器、三轴陀螺仪、GPS信号和电子罗盘信号使飞机能够在在三维空间自动趋向与静止在一个点上，其实在姿态模式的前提下加入GPS信号参数让飞机在空间三维坐标中保持定点。
第二模式切换通道实现油门螺距联动、电机定速1和电机定速2的切换，其中，油门螺距联动模式下，可以实现飞行器旋翼的螺距和电机的转速同步增大或同步减小，当飞行器需要爬升螺距增加的时候，飞行控制器控制电机相应的以一定比例提高转速提高扭力，该模式相对效率较高，灵敏度适中易于控制；电机定速是飞行控制器保持对电机的输出油门信号大小，遥控器对飞机的姿态控制只通过飞控反馈给每个旋翼响应的伺服舵机，改模式由于电机转速保持高速恒定，输出功率大，所以飞行姿态控制灵敏，并且可以进行倒飞等姿态飞行，电机定速1和电机定速2为不同的电机转速状态。
需要说明的是，在本文中，诸如第一和第二等之类的关系术语仅仅用来将一个实体或者操作与另一个实体或操作区分开来，而不一定要求或者暗示这些实体或操作之间存在任何这种实际的关系或者顺序。而且，术语“包括”、“包含”或者其任何其他变体意在涵盖非排他性的包含，从而使得包括一系列要素的过程、方法、物品或者设备不仅包括那些要素，而且还包括没有明确列出的其他要素，或者是还包括为这种过程、方法、物品或者设备所固有的要素。在没有更多限制的情况下，由语句“包括一个……”限定的要素，并不排除在包括所述要素的过程、方法、物品或者设备中还存在另外的相同要素。
以上所述仅是本申请的具体实施方式，应当指出，对于本技术领域的普通技术人员来说，在不脱离本申请原理的前提下，还可以做出若干改进和润饰，这些改进和润饰也应视为本申请的保护范围。

Claims (7)

  1. 一种变距飞行器的控制方法，其特征在于：所述飞行器在爬升过程中，所述飞行器旋翼的螺距和电机的转速同步增大；所述飞行器在下降过程中，所述飞行器旋翼的螺距和电机的转速同步减小。
  2. 根据权利要求1所述的变距飞行器的控制方法，其特征在于：所述飞行器包括主体部以及驱动所述主体部的旋翼组件，所述旋翼组件包括绕设于所述主体部四周的多个旋翼以及驱动所述旋翼转动的一个电机，所述电机同时驱动所述所有旋翼进行同步转动。
  3. 一种变距飞行器的控制装置，其特征在于：所述控制装置包括第一控制杆，所述第一控制杆在第一状态下控制飞行器旋翼的螺距和电机的转速同步增大；所述第一控制杆在第二状态下控制飞行器旋翼的螺距和电机的转速同步减小。
  4. 根据权利要求3所述的飞行器的控制装置，其特征在于：所述第一状态和第二状态分别为不同方向的移动。
  5. 根据权利要求3所述的飞行器的控制装置，其特征在于：所述飞行器包括主体部以及驱动所述主体部的旋翼组件，所述旋翼组件包括绕设于所述主体部四周的多个旋翼以及驱动所述旋翼转动的一个电机，所述电机同时驱动所述所有旋翼进行同步转动。
  6. 根据权利要求3所述的飞行器的控制装置，其特征在于：所述控制装置还包括第一模式切换通道，所述第一模式切换通道实现姿态模式、手动模式和GPS模式切换，其中，所述姿态模式通过设于飞行器上的重力加速度传感器的参数使得飞行器自动平衡；所述手动模式通过设于飞行器上的三轴陀螺仪的参数对飞行器进行增稳补偿；所述GPS模式是结合重力加速度传感器、三轴陀螺仪、GPS信号和电子罗盘信号使得飞行器在空间中保持定点。
  7. 根据权利要求5所述的飞行器的控制装置，其特征在于：所述控制装置还包括第二模式切换通道，所述第二模式切换通道至少可以实现多个电机定速的切换。
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