WO2017198084A1 - 飞行器 - Google Patents

飞行器 Download PDF

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Publication number
WO2017198084A1
WO2017198084A1 PCT/CN2017/083458 CN2017083458W WO2017198084A1 WO 2017198084 A1 WO2017198084 A1 WO 2017198084A1 CN 2017083458 W CN2017083458 W CN 2017083458W WO 2017198084 A1 WO2017198084 A1 WO 2017198084A1
Authority
WO
WIPO (PCT)
Prior art keywords
arm
aircraft
cross
sectional dimension
mount
Prior art date
Application number
PCT/CN2017/083458
Other languages
English (en)
French (fr)
Inventor
胡华智
潘旭
靳洪胜
Original Assignee
亿航智能设备（广州）有限公司
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 亿航智能设备（广州）有限公司 filed Critical 亿航智能设备（广州）有限公司
Publication of WO2017198084A1 publication Critical patent/WO2017198084A1/zh

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C27/00—Rotorcraft; Rotors peculiar thereto
    • B64C27/32—Rotors
    • 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
    • B64U30/297—Tilting rotors

Definitions

  • the present application relates to the field of aircraft technology, and in particular to an aircraft.
  • the present application is to overcome the deficiencies of the prior art, and to provide an aircraft with optimized arm arrangement structure, reduced flight wind resistance, reduced propeller load, extended aircraft flight time and simple structure.
  • An aircraft includes an aircraft body, a boom assembly disposed on the aircraft body, and a power unit disposed on the arm assembly, the power unit including a mount disposed on the mount a driving member, and a propeller connected to the driving member, the arm assembly includes a first arm, a second arm, a third arm and a fourth arm, the third arm and the first The height of the ends of the four arms is higher than the height of the ends of the first arm and the second arm.
  • first arm and the second arm are disposed on left and right sides of a nose direction of the aircraft body, and the first arm and the second arm The arms are respectively extended along the traveling direction of the aircraft.
  • the third arm and the fourth arm are disposed on the aircraft body. a top surface of the tail direction, and the third arm and the fourth arm extend in a vertical upward direction
  • a cross-sectional dimension of the first arm at the junction with the aircraft body is greater than a cross-sectional dimension at a junction with the mount, the second arm and the aircraft
  • the cross-sectional dimension of the body connection is greater than the cross-sectional dimension of the connection to the mount.
  • a cross-sectional dimension of the third arm at the junction with the aircraft body is greater than a cross-sectional dimension at a junction with the mount, the fourth arm and the aircraft
  • the cross-sectional dimension of the body connection is greater than the cross-sectional dimension of the connection to the mount.
  • the third arm and the fourth arm are triangular plates, and the windward surfaces of the third arm and the fourth arm are narrow faces of a triangular plate structure.
  • a reinforcing rod is connected between the third arm and the fourth arm.
  • an obtuse angle is formed between the windward side of the third arm and the fourth arm and the horizontal plane.
  • the position of the mounting seat disposed on the third arm and the fourth arm is higher than that disposed on the first arm and the second arm The location of the mount.
  • the propeller is disposed obliquely with respect to the aircraft body.
  • the aircraft is configured to optimize the arrangement of the first arm, the second arm, the third arm and the fourth arm on the aircraft body, and to ensure the third arm And a height of the end of the fourth arm is higher than a height of the first arm and the end of the second arm.
  • the above arrangement not only satisfies the requirements of the load, but also makes the structure of the body more compact, occupies less space, and improves the flight performance of the aircraft.
  • the main body of the aircraft is parallel to the horizontal plane, so that the airflow can be made.
  • a pressure difference is generated between the air guiding portion and the bottom surface through the aircraft body, thereby generating a climbing force, which can reduce the load of the propeller and allow more power to be used for normal flight of the aircraft, so that the aircraft has Longer battery life.
  • DRAWINGS 1 is a schematic diagram of a forward state of an aircraft according to an embodiment of the present application.
  • FIG. 2 is a schematic structural view of an aircraft according to an embodiment of the present application.
  • FIG. 3 is a top plan view of an aircraft according to an embodiment of the present application.
  • FIG. 4 is a side view of the aircraft according to an embodiment of the present application.
  • FIG. 5 is a front elevational view of the aircraft according to an embodiment of the present application.
  • FIG. 6 is a rear elevational view of the aircraft according to an embodiment of the present application.
  • an aircraft includes an aircraft main body 100, an arm assembly 200 disposed on the aircraft main body 100, and a power unit 300 fixed to the arm assembly 200.
  • the power unit 300 includes a mounting base 220, a driving member 320 disposed on the mounting base 220, and a propeller 340 connected to the driving member 320.
  • One end of the aircraft main body 100 is a handpiece 160, and One end is the tail 170
  • the propeller 340 is disposed obliquely with respect to the aircraft body 100, wherein the propeller 340 is obliquely arranged along a traveling direction of the handpiece.
  • the arm assembly 200 disposed on the aircraft body 100 includes four arms, each of which is mounted with the driving member 320, and a propeller 340 fixed to the driving member 320, and the rotating surfaces of the four propellers 340 are arranged in an inclined manner with the traveling direction of the aircraft main body 100 on a whole structural arrangement, specifically the aircraft main body 100 Including the handpiece 1 60, the tilting directions of the four of the propellers 340 are deflected obliquely toward the nose of the aircraft body 100.
  • the top surface area of the aircraft body 100 is larger than the bottom surface area of the aircraft body 100.
  • the aircraft body 100 has a substantially arched structure. Further, the length of the top surface of the handpiece 160 to the tail 170 is greater than the length of the nose 160 to the bottom surface of the tail 170, and The curvature of the top surface of the aircraft body 100 is greater than the curvature of the bottom surface such that the aircraft flies forward, and the airflow passes through the aircraft body 100 to create a pressure difference between the upper and lower surfaces to generate a climbing force, thereby starting from the aircraft body 10 0.
  • the rotating faces of the four said propellers 340 are parallel to each other
  • An air guiding portion 140 is protruded upward from a central portion of the top surface of the aircraft main body 100, and the air guiding portion 140 extends from the handpiece 160 to the tail 170.
  • the aircraft body is parallel to the horizontal plane, so that the airflow can cause a pressure difference between the air guiding portion 170 and the bottom surface through the aircraft body 100, thereby generating a climbing force, thereby reducing the propeller
  • the load of 340 allows more power to be used for normal flight of the aircraft, so that the aircraft has a longer cruising time.
  • the arm assembly 200 is provided with a mounting base 220.
  • the driving member 320 is disposed in the mounting base 220.
  • the driving member 320 includes a transmission member 322, and the propeller 340 It is connected to the transmission member 32.
  • the mounting base 220 is corresponding to the number of the arm, that is, each arm is provided with one of the mounting bases 220, and the mounting base 220 is specifically mounted on the end of the arm, and the mounting seat 220 is a machine
  • the arms are integrally formed to provide sufficient overall structural strength.
  • the mounting base 220 is a frame type structure provided with a mounting cavity, and the frame type structure is preferably a cylinder.
  • the driving component 320 is a motor, and the motor is installed in the mounting cavity, and then the propeller 340 is assembled. Therefore, the assembly structure of the whole machine can be made more compact and stable, and the installation and connection manner is simple.
  • the mounting seat 220 is disposed at the end of the arm assembly 200, which can effectively reduce the torque generated by the motor, minimize the weight of the end of the arm assembly 200, and effectively reduce the weight of the whole machine. , thus extending the flight time.
  • the mount 220 can also be disposed at other locations on the arm assembly 200 as needed for practical applications.
  • the mounting seat 220 has a mounting cavity on the upper and lower sides thereof, a motor is fixed in the upper and lower mounting cavities, and a propeller is mounted on each of the motors, thereby forming a single mounting double The structure of the propeller, so that the aircraft can get more flight power and get longer flight time.
  • the aircraft is horizontally placed, the inclination angle of the rotating surface of the propeller 340 and the horizontal plane is ⁇ , and ⁇ is greater than 0 degrees and less than 90 degrees.
  • the reliable propeller can select the appropriate propeller within the above-mentioned inclination angle ⁇ by reliable theoretical calculation and simulation analysis without changing the battery capacity and the power of the driving member 320.
  • the value of the actual tilt angle ⁇ of the rotating surface and the horizontal plane of 340 is such that the auxiliary lift provided by the propeller 340 is sufficient, thereby reducing the load burden of the propeller 340, thereby significantly mitigating insufficient battery capacity and the drive member 320. Power limited short board.
  • the inclination angle ⁇ of the propeller 340 may also be other values, preferably acute angles, which are also within the scope of protection of the present application.
  • the inclination angle ⁇ of the rotating surface of the propeller 340 and the horizontal plane is 28.5 degrees.
  • the data can be obtained by scaling.
  • the inclination angle of the rotating surface of the propeller 340 and the horizontal plane is arranged to be ⁇ 28.5 degrees ⁇ , and the propeller 340
  • the auxiliary lift provided is the highest, and thus the degree of dependence on the reduction and reduction of the propeller 340 is most apparent, so that the aircraft has a longer cruising time under the same load.
  • the arm assembly 200 includes a first arm 230, a second arm 240, a third arm 250, and a fourth arm 260, and the third arm 250 and the fourth arm
  • the height of the end of the arm 260 is higher than the height of the ends of the first arm 230 and the second arm 240, and the first arm 230 and the second arm 240 are disposed on the nose of the aircraft body 100.
  • the left and right sides of the direction, and the first arm 230 and the second arm 220 are respectively extended along the traveling direction of the aircraft, and the distance from the first arm 230 to the air guiding portion 140 is equal to a distance from the second arm 240 to the air guiding portion 140.
  • the third arm 250 and the fourth arm 260 are disposed on a top surface of the aircraft body 100 in the tail direction, and the third arm 250 and the fourth arm 260 are respectively perpendicular
  • the distance from the third arm 250 to the air guiding portion 140 is equal to the distance from the fourth arm 260 to the air guiding portion 140.
  • a cross-sectional dimension of a joint between the first arm 230 and the aircraft body 100 is greater than a cross-sectional dimension of a joint with the mount 220, a cross-sectional dimension at which the second arm 240 is coupled to the aircraft body 100 is greater than a cross-section at the junction with the mount 220 Face size.
  • a cross-sectional dimension of the third arm 250 at the junction with the aircraft body 100 is greater than a cross-sectional dimension at a junction with the mount 220, and the fourth arm 260 is coupled to the aircraft body 100.
  • the cross-sectional dimension at the location is greater than the cross-sectional dimension at the junction with the mount 220.
  • the cross-sectional dimensions of the first arm 230, the second arm 240, the third arm 250, and the fourth arm 260 are connected by the arm to the aircraft body 100 to
  • the orientation of the mount 200 is gradually decreasing, so that not only the connection area of the joint between the arm and the aircraft body 100 is large, but also the connection strength is higher, and the arm can also be lowered.
  • the overall weight which reduces the weight of the whole machine, reduces the load on the propeller, and prolongs the flight time.
  • a fixing portion is connected to the aircraft body 100 at a rear end of the first arm 230, and a cantilever is extended forward from the fixing portion, and the thickness of the fixing portion is greater than the thickness of the cantilever.
  • the first arm 230 and the second arm 240 are preferably cylinders whose outer surface is a continuous curved surface, and can be maximized under the premise of ensuring high connection strength.
  • Limiting the wind resistance of the flying raft; the third arm 250 and the fourth arm 260 are identical in structure, and the third arm has a windward side and a side on the left and right sides, the windward The surface is a narrow surface of the triangular plate structure, the width of the side surface is larger than the width of the windward surface, and the area of the side surface is larger than the area of the windward surface, so that the third arm is triangular plate-shaped.
  • An obtuse angle is formed between the windward surface and the horizontal plane, thereby reducing the contact area between the third arm 250 and the fourth arm 260 and the wind, thereby further reducing the wind resistance and improving the endurance of the aircraft.
  • a reinforcing rod is further connected between the third arm 250 and the fourth arm 260, and the reinforcing rod may be integrally formed or assembled, so that the third can be further improved. The structural strength of the arm 250 and the fourth arm 260 is prevented from being broken due to excessive force, which affects the service life of the aircraft.
  • the first arm 230, the second arm 240, the third arm 250, and the fourth arm 260 are all symmetric along the aircraft.
  • the direction of the shaft extends outward.
  • the first arm 230 and the second arm 240 are extended outward along the left and right sides of the head.
  • the third arm 250 and the fourth arm 260 extend vertically upward and obliquely away from the aircraft body 100, and extend outwardly along the left and right sides of the tail, and are disposed at the same
  • the position of the mounting arm 220 on the third arm 250 and the fourth arm 260 is higher than the position of the mounting seat 220 disposed on the first arm 230 and the second arm 240.
  • the life span can also make the arrangement of the four propellers 340 more balanced, and the weight of the aircraft main body 10 is more balanced, so that the flight of the aircraft in the air is more stable and the flight attitude is more stable.
  • the aircraft body 100 includes a left drag reducing portion 120 disposed on the left side of the aircraft body 100 and a right drag reducing portion 130 disposed on the right side of the aircraft body, and the left drag reducing portion 120 And the right drag reducing portion 130 is provided with a curved surface.
  • the left drag reducing portion 120 and the right drag reducing portion 130 are respectively a left side wall and a right side wall of the aircraft main body 100, and the curved surfaces are surfaces of the left side wall and the right side wall.
  • the arc surface extends along a top surface to a bottom surface of the aircraft body 100, that is, the left side wall and the right side wall are approximately cylindrical, thereby reducing the left and right directions of the aircraft in flight
  • the side wind resistance reduces the influence of the lateral wind during the forward movement of the aircraft to deviate the navigation route of the aircraft, reduces the load of the propeller, and thus prolongs the flight time.
  • a central portion of the top surface of the aircraft body 100 protrudes upwardly from a wind guiding portion 140, and the air guiding portion 140 extends from the handpiece 160 to the Referring to the tail 170, further, along the direction of the nose 160 from the tail 170, the air guiding portion 140 firstly extends upwardly from the handpiece 160 to the tail 170 and then from the The handpiece 160 extends smoothly downwardly toward the tail 170.
  • the air guiding portion 140 coincides with an axis of symmetry of the aircraft, and is an elongated protrusion extending along a direction from the hand piece 160 to the tail 170, and a top surface of the air guiding portion 140
  • the arc surface has a certain width, thereby playing a good guiding effect on the flight of the aircraft.
  • the aircraft body 100 has a cavity therein for mounting a control circuit board, a battery, etc., which can be closed by a mating cover.
  • a portion of the air guiding portion 140 located at the head 160 is raised to a certain height, and the height of the air guiding portion 140 is gradually decreasing toward the tail 170.
  • the head is The thickness is greater than the thickness of the tail.
  • This structure can not only provide the aircraft body with as large a mounting cavity as possible on the basis of satisfying excellent flight performance, so as to facilitate installation and accommodation of various devices or components, including a battery assembly and a chip assembly, the aircraft body
  • the top surface is provided with an upper cover, and the upper cover has a snoring state and a closed state with respect to the aircraft body.
  • the air guiding portion 140 can make the aircraft have better aerodynamic performance, better flight performance and longer life during the cruising time.
  • the bottom of the aircraft body 100 is provided with a landing gear. The landing gear is mounted on the bottom of the aircraft body 100 to ensure flight Landing on the ground is safer and smoother.
  • a wind guiding portion 150 is further recessed on a top surface of the aircraft main body 100, and the air guiding portion 150 is located at the air guiding portion 140 and the left drag reducing portion 120 and the right drag reducing portion.
  • the air guiding portion 150 is formed by smoothly extending downward from the air guiding portion 140 and extending upward to the left drag reducing portion 120 and/or the right drag reducing portion 130.
  • the thickness of the main body of the aircraft is used to reduce the weight and ensure excellent endurance performance.
  • a concave portion is symmetrically disposed between the first arm 230, the second arm 240, and the handpiece 160, and a surface of the concave portion is a curved surface, thereby reducing the weight of the aircraft body. , reduce the wind resistance of the flying raft.
  • the end of the tail 170 is symmetrically provided with a recess, thereby further reducing the weight of the aircraft body 100
  • the aircraft has two states, a first state and a second state, respectively, and the first state is a state in which the aircraft is horizontally flying forward or stationary on the bottom surface, at the first state.
  • the rotating surface of the propeller 340 and the horizontal plane have the inclination angle ⁇ , and the plane of the bottom surface of the aircraft body 100 is parallel to the horizontal plane; the inclination angle ⁇ of the rotating surface of the propeller 340 and the horizontal plane is greater than 0 degrees.
  • the inclination angle ⁇ of the rotating surface of the propeller 340 and the horizontal plane is 28.5 degrees.
  • the rotating surface of the propeller 340 is inclined with respect to the horizontal plane, thereby generating a component force that overcomes the gravity of the aircraft itself, reducing the load of the propeller 340, improving the sailing time, and a horizontal component, the horizontal direction.
  • the direction of force is the direction of travel of the aircraft.
  • the second state is a state in which the aircraft is vertically flying upward or hovering in the air. In the second state, the rotating surface of the propeller 340 is parallel to the horizontal plane, and the plane of the aircraft bottom surface and the horizontal plane have the Tilt angle ⁇ .

Abstract

本申请公开了一种飞行器，包括飞行器主体、设置于所述飞行器主体上的机臂组件、设置于所述机臂组件上的动力装置，所述动力装置包括安装座、设置于所述安装座上的驱动件、及与所述驱动件连接的螺旋桨，所述机臂组件包括第一机臂、第二机臂、第三机臂和第四机臂，所述第三机臂和所述第四机臂末端的高度高于所述第一机臂和所述第二机臂末端的高度。通过上述布置结构不仅满足载重要求的前提下，还能使机体结构更加紧凑，占用更小的空间，同时提升飞行器的飞行性能，可以减小所述螺旋桨的负载，让更多的动力用于飞行器的正常飞行，以使得飞行器具备更长的续航时间。

Description

飞行器 技术领域
[0001] 本申请涉及飞行器技术领域， 特别是一种飞行器。
背景技术
[0002] 近几年来， 不断兴起的多旋翼飞行器因其具有的成本低、 易操作、 具有高度灵 活性和可以超低空飞行等特点越来越受到各行各业的广泛使用， 现有的大多数 飞行器主要应用于科学研究、 地理探测、 农业浇灌及视频拍摄等领域。 目前， 由于电池和动力系统等的效率问题， 导致飞行器飞行吋间较短， 基本维持在 10-3 0分钟的水平， 其中一个很大的原因是机臂与飞行器主体的布置结构不够合理， 机臂的减阻设计不够优化， 从而导致飞行器飞行吋的风阻过大， 导致飞行器的 续航吋间较短。 因此， 上述技术问题是多旋翼飞行器亟需解决的技术瓶颈。 技术问题
问题的解决方案
技术解决方案
[0003] 基于此， 本申请在于克服现有技术的缺陷， 提供一种机臂布置结构优化、 减小 飞行风阻、 降低螺旋桨负载、 延长飞行器飞行吋间且结构简单的飞行器。
[0004] 其技术方案如下：
[0005] 一种飞行器， 包括飞行器主体、 设置于所述飞行器主体上的机臂组件、 设置于 所述机臂组件上的动力装置， 所述动力装置包括安装座、 设置于所述安装座上 的驱动件、 及与所述驱动件连接的螺旋桨， 所述机臂组件包括第一机臂、 第二 机臂、 第三机臂和第四机臂， 所述第三机臂和所述第四机臂末端的高度高于所 述第一机臂和所述第二机臂末端的高度。
[0006] 在其中一个实施例中， 所述第一机臂和所述第二机臂布置于所述飞行器主体的 机头方向的左右两侧， 且所述第一机臂和所述第二机臂分别沿所述飞行器行进 方向延伸设置。
[0007] 在其中一个实施例中， 所述第三机臂和所述第四机臂设置于所述飞行器主体的 机尾方向的顶面上， 且所述第三机臂和所述第四机臂沿垂直向上方向延伸设置
[0008] 在其中一个实施例中， 所述第一机臂与所述飞行器主体连接处的横截面尺寸大 于与所述安装座连接处的横截面尺寸， 所述第二机臂与所述飞行器主体连接处 的横截面尺寸大于与所述安装座连接处的横截面尺寸。
[0009] 在其中一个实施例中， 所述第三机臂与所述飞行器主体连接处的横截面尺寸大 于与所述安装座连接处的横截面尺寸， 所述第四机臂与所述飞行器主体连接处 的横截面尺寸大于与所述安装座连接处的横截面尺寸。
[0010] 在其中一个实施例中， 所述第三机臂和所述第四机臂为三角板结构， 所述第三 机臂和第四机臂的迎风面为三角板结构的窄面。
[0011] 在其中一个实施例中， 所述第三机臂和所述第四机臂之间连接有加固杆。
[0012] 在其中一个实施例中， 所述第三机臂和所述第四机臂的迎风面与水平面之间形 成钝角。
[0013] 在其中一个实施例中， 设置于所述第三机臂、 所述第四机臂上的安装座的位置 高于设置于所述第一机臂、 所述第二机臂上的安装座的位置。
[0014] 在其中一个实施例中， 所述螺旋桨相对于所述飞行器主体倾斜设置。
发明的有益效果
有益效果
[0015] 上述飞行器通过在所述飞行器主体上优化布置所述第一机臂、 所述第二机臂、 所述第三机臂和所述第四机臂， 并保证所述第三机臂和所述第四机臂末端的高 度高于所述第一机臂和所述第二机臂末端的高度。 通过上述布置结构不仅满足 载重要求的前提下， 还能使机体结构更加紧凑， 占用更小的空间， 同吋提升飞 行器的飞行性能， 当飞行器向前飞行吋， 飞行器主体与水平面平行， 可以使气 流经过所述飞行器主体吋在所述导风部和底面之间产生压力差， 从而产生爬升 力， 可以减小所述螺旋桨的负载， 让更多的动力用于飞行器的正常飞行， 以使 得飞行器具备更长的续航吋间。
对附图的简要说明
附图说明 [0016] 图 1为本申请实施例所述的飞行器的前行状态示意图；
[0017] 图 2为本申请实施例所述的飞行器的结构示意图；
[0018] 图 3为本申请实施例所述的飞行器的俯视图；
[0019] 图 4为本申请实施例所述的飞行器的侧视图；
[0020] 图 5为本申请实施例所述的飞行器的前视图；
[0021] 图 6为本申请实施例所述的飞行器的后视图。
[0022] 附图标记说明：
[0023] 100、 飞行器主体， 120、 左减阻部， 130、 右减阻部， 140、 导风部， 150、 引 风部， 160、 机头， 170、 机尾， 200、 机臂组件， 220、 安装座， 230、 第一机臂 ， 240、 第二机臂， 250、 第三机臂， 260、 第四机臂， 300、 动力装置， 320、 驱 动件， 322、 传动件， 340、 螺旋桨， 400、 起落架。
本发明的实施方式
[0024] 下面对本申请的实施例进行详细说明：
[0025] 如图 1至图 4所示， 一种飞行器， 包括飞行器主体 100、 设置于所述飞行器主体 1 00上的机臂组件 200、 及固定于所述机臂组件 200上的动力装置 300， 所述动力装 置 300包括安装座 220、 设置于所述安装座 220上的驱动件 320、 及与所述驱动件 3 20连接的螺旋桨 340， 所述飞行器主体 100的一端为机头 160， 另一端为机尾 170
[0026] 所述螺旋桨 340相对于所述飞行器主体 100倾斜布置， 其中， 所述螺旋桨 340沿 所述机头的行进方向倾斜布置。
[0027] 在本优选实施例的所述飞行器中， 所述飞行器主体 100上设置的所述机臂组件 2 00包括四个机臂， 每个机臂上均安装有所述驱动件 320， 以及固定于所述驱动件 320上的螺旋桨 340， 且在整机结构布置上将四个所述螺旋桨 340的旋转面与所述 飞行器主体 100的行进方向呈倾斜状布置， 具体的所述飞行器主体 100包括机头 1 60， 四个所述螺旋桨 340的倾斜方向为朝所述飞行器主体 100的所述机头 160的方 向偏转倾斜。
[0028] 基于此， 所述飞行器主体 100的顶面面积大于所述飞行器主体 100的底面面积使 得所述飞行器主体 100大致成拱型结构， 进一步地， 所述机头 160到所述机尾 170 的顶面的长度大于所述机头 160到所述机尾 170底面的长度， 且所述飞行器主体 1 00的顶面的曲率大于底面的曲率从而使得飞行器向前飞行吋， 气流经过飞行器 主体 100吋在上、 下表面产生压力差从而产生爬升力， 由此对所述飞行器主体 10 0起到托举作用， 由此来降低对所述螺旋桨 340的依赖， 降低所述螺旋桨 340的负 载， 从而大大降低电机功耗以达到在同样的电池和动力系统配置下飞行器能够 具备更长的续航吋间的目的。 优选的， 四个所述螺旋桨 340的旋转面均相互平行
[0029] 所述飞行器主体 100的顶面中部向上凸设一导风部 140， 所述导风部 140自所述 机头 160延伸到所述机尾 170。 当飞行器向前飞行吋， 飞行器主体与水平面平行 ， 可以使气流经过所述飞行器主体 100吋在所述导风部 170和底面之间产生压力 差， 从而产生爬升力， 因而可以减小所述螺旋桨 340的负载， 让更多的动力用于 飞行器的正常飞行， 以使得飞行器具备更长的续航吋间。
[0030] 在本实施例中， 所述机臂组件 200上设有安装座 220， 所述驱动件 320设置于所 述安装座 220内， 所述驱动件 320包括传动件 322， 所述螺旋桨 340与所述传动件 3 22连接。 其中， 所述安装座 220与机臂的数量对应， 即每个机臂均设有一个所述 安装座 220， 所述安装座 220具体安装于机臂的末端， 所述安装座 220为与机臂一 体成型， 以使其具备足够的整体结构强度。 此外， 所述安装座 220为设有安装腔 的框型结构， 该框型结构优选为圆柱体， 所述驱动件 320为电机， 将该电机安装 于上述安装腔内， 之后装配所述螺旋桨 340， 由此可以使整机的装配结构更加紧 凑、 稳固， 安装连接方式简单。
[0031] 另外， 将所述安装座 220布设于所述机臂组件 200的末端， 可以有效减少电机产 生的力矩， 使所述机臂组件 200末端的重量降至最低， 有效地减轻整机重量， 从 而延长飞行吋间。 当然， 根据实际应用需要所述安装座 220也可以设置于所述机 臂组件 200上的其他位置。 在另一个实施例中， 所述安装座 220的上下两侧均设 有安装腔， 上下两个安装腔内均固定电机， 并在每个电机上均安装一个螺旋桨 ， 由此形成单安装座双螺旋桨的结构， 如此可以使飞行器获得更大的飞行动力 ， 获得更长的飞行吋间。 [0032] 如图 4所示， 所述飞行器水平放置吋， 所述螺旋桨 340的旋转面与水平面的倾斜 角为 δ， 且 δ大于 0度小于 90度。 实际使用中， 根据飞行器的不同尺寸和重量情况 ， 在不改变电池容量和驱动件 320的功率情况下， 通过可靠的理论计算和仿真分 析， 可以在上述倾斜角 δ范围内选择合适的所述螺旋桨 340的旋转面和水平面的 实际倾斜角 δ的值， 从而使所述螺旋桨 340所提供的辅助升力足够， 从而减小所 述螺旋桨 340的负载负担， 进而可以显著地缓解电池容量不足及驱动件 320功率 受限的短板。 当然， 在其他实施例中， 所述螺旋桨 340的倾斜角 δ也可以是其它 数值， 优选为锐角， 也都在本申请的保护范围内。
[0033] 进一步的， 在本实施例中优选所述螺旋桨 340的旋转面与水平面的倾斜角 δ为 28 .5度。 根据理论计算和仿真分析得到的数据通过换算可以得出， 在电池容量和电 机功率一定的情况下， 将所述螺旋桨 340的旋转面与水平面的倾斜角布置 δ为 28.5 度吋， 所述螺旋桨 340提供的辅助升力最高， 进而对所述螺旋桨 340的减负和减 少依赖的程度最为明显， 从而使飞行器在相同载重情况下具有更长的续航吋间
[0034] 如图 2所示， 所述机臂组件 200包括第一机臂 230、 第二机臂 240、 第三机臂 250 和第四机臂 260， 所述第三机臂 250和第四机臂 260末端的高度高于所述第一机臂 230和第二机臂 240末端的高度， 所述第一机臂 230和所述第二机臂 240布置于所 述飞行器主体 100的机头方向的左右两侧， 且所述第一机臂 230和所述第二机臂 2 40分别沿所述飞行器行进方向延伸设置， 所述第一机臂 230到所述导风部 140的 距离等于所述第二机臂 240到所述导风部 140的距离。 所述第三机臂 250和所述第 四机臂 260设置于所述飞行器主体 100的机尾方向的顶面上， 且所述第三机臂 250 和所述第四机臂 260分别沿垂直向上方向延伸设置， 所述第三机臂 250到所述导 风部 140的距离等于所述第四机臂 260到所述导风部 140的距离。 通过上述布置结 构不仅满足载重要求的前提下， 还能使机体结构更加紧凑， 占用更小的空间， 同吋提升飞行器的飞行性能。
[0035] 请参照图 6， 在另一个实施例中， 所述第一机臂 230与所述飞行器主体 100连接 处的横截面尺寸大于与所述安装座 220连接处的横截面尺寸， 所述第二机臂 240 与所述飞行器主体 100连接处的横截面尺寸大于与所述安装座 220连接处的横截 面尺寸。 此外， 所述第三机臂 250与所述飞行器主体 100连接处的横截面尺寸大 于与所述安装座 220连接处的横截面尺寸， 所述第四机臂 260与所述飞行器主体 1 00连接处的横截面尺寸大于与所述安装座 220连接处的横截面尺寸。 进一步地， 所述第一机臂 230、 所述第二机臂 240、 所述第三机臂 250和所述第四机臂 260的 截面尺寸由机臂与所述飞行器主体 100的连接处至所述安装座 200的方向均呈逐 渐减小的趋势， 如此不仅可以确保机臂与所述飞行器主体 100的连接处的连接面 积大， 从而具备更高的连接强度， 同吋也可以降低机臂的整体重量， 从而减轻 整机重量， 减小螺旋桨的负载， 延长飞行吋间。 所述第一机臂 230后端设有一固 定部与所述飞行器主体 100相连， 自所述固定部向前延伸一悬臂， 所述固定部的 厚度大于所述悬臂的厚度。
[0036] 此外， 在另一个实施例中所述第一机臂 230和所述第二机臂 240优选为外表面为 连续曲面的柱体， 在保证较高连接强度的前提下还可以尽最大限度的降低飞行 吋的风阻； 所述第三机臂 250和所述第四机臂 260两者结构相同， 所述第三机臂 具有一迎风面及位于左右两侧的一侧面， 所述迎风面为三角板结构的窄面， 所 述侧面的宽度大于所述迎风面的宽度， 所述侧面的面积大于所述迎风面的面积 ， 使得所述第三机臂呈三角板状。 所述迎风面与水平面之间形成钝角， 由此可 以减少飞行吋所述第三机臂 250和所述第四机臂 260与风的接触面积， 从而进一 步降低风阻， 提高飞行器的续航能力。 进一步优选的， 所述第三机臂 250和所述 第四机臂 260间还连接有加固杆， 该加固杆可以是一体成型的， 也可以是装配上 去的， 如此可以进一步提高所述第三机臂 250和所述第四机臂 260的结构强度， 避免因受力过大而发生折断， 影响飞行器的使用寿命。
[0037] 请参照图 5、 图 6， 所述第一机臂 230、 所述第二机臂 240、 所述第三机臂 250及 所述第四机臂 260均沿远离所述飞行器的对称轴的方向向外延伸设置。 具体的是 ， 将所述第一机臂 230和所述第二机臂 240沿机头的左、 右侧向外延伸扩展。 所 述第三机臂 250及所述第四机臂 260向远离所述飞行器主体 100的方向垂直向上伸 展且倾斜布置， 同吋沿机尾的左、 右侧向外延伸拓展， 设置于所述第三机臂 250 、 所述第四机臂 260上的安装座 220的位置高于设置于所述第一机臂 230、 所述第 二机臂 240上的安装座 220的位置。 由此不仅可以使得相邻的所述第一机臂 230和 所述第二机臂 240上的螺旋桨、 所述第三机臂 250和所述第四机臂 260上的螺旋桨 具有足够且安全的转动空间， 避免机臂距离过近， 发生碰撞干涉， 影响使用寿 命； 同吋还可以使四个所述螺旋桨 340的布置更加平衡， 分担所述飞行器主体 10 0的重量更加均衡， 从而使飞行器在空中的飞行更加平稳， 飞行姿态更加稳定。
[0038] 进一步地， 所述飞行器主体 100包括设置在所述飞行器主体 100左侧的左减阻部 120和设置在所述飞行器主体右侧的右减阻部 130， 所述左减阻部 120和所述右减 阻部 130均设有弧面。 在本实施例中， 所述左减阻部 120和所述右减阻部 130分别 为所述飞行器主体 100的左侧壁和右侧壁， 该弧面为左侧壁和右侧壁的表面形状 ， 且该弧面沿所述飞行器主体 100的顶面至底面方向延伸设置， 即左侧壁和右侧 壁近似为圆柱体， 由此可以减小飞行中的飞行器左、 右两个方向的侧风阻， 降 低飞行器前行过程中侧向风使飞行器的航行路线产生偏离的影响， 降低螺旋桨 的负载， 从而延长飞行吋间。
[0039] 如图 3所示， 在一个优选的实施例中， 所述飞行器主体 100的顶面中部向上凸设 一导风部 140， 所述导风部 140自所述机头 160延伸至所述机尾 170， 进一步地， 沿着所述机头 160自所述机尾 170的方向， 所述导风部 140先自所述机头 160向所 述机尾 170向上平滑延伸再自所述机头 160向所述机尾 170平滑向下延伸。 所述导 风部 140与所述飞行器的对称轴重合， 且其为沿所述机头 160至所述机尾 170的方 向延伸布置的长条形凸起， 所述导风部 140的顶面具有一定宽度的弧面， 由此在 飞行器飞行吋起到良好的导流作用。 此外， 所述飞行器主体 100内部具有空腔， 用于安装控制电路板、 电池等， 该空腔可以通过匹配的盖体封闭。 该导风部 140 位于所述机头 160处的部分隆起一定高度， 且朝所述机尾 170的方向所述导风部 1 40的高度呈逐渐递减的趋势， 进一步地， 所述机头的厚度大于所述机尾的厚度 。 此结构不仅可以所述飞行器主体 100在满足优良的飞行性能的基础上使飞行器 主体具备尽量大的安装空腔， 以便于安装容纳各种装置或部件， 包括电池组件 及芯片组件， 所述飞行器主体顶面设有一上盖， 所述上盖相对于所述飞行器主 体具有打幵状态及闭合状态。 同吋所述导风部 140可以使飞行器具有更好的空气 动力学性能， 飞行性能更佳， 续航吋间更长。 此外， 所述飞行器主体 100的底部 设有起落架。 在所述飞行器主体 100的底部安装设置所述起落架， 可以确保飞行 器降落地面吋更加安全、 平稳。
[0040] 此外， 所述飞行器主体 100的顶面还凹设有引风部 150， 所述引风部 150位于所 述导风部 140与所述左减阻部 120、 所述右减阻部 130之间， 所述引风部 150是自 所述导风部 140向下平滑延伸再向所述左减阻部 120和 /或所述右减阻部 130向上平 滑延伸形成。 在本实施例中优选在所述导风部 140的两侧设置两个所述引风部 15 0， 该引风部 150过渡连接所述导风部 140与左、 右侧壁， 不仅可以减少飞行器主 体的厚度， 以降低重量， 保证优良的续航性能， 同吋可以减小迎风风阻， 空气 抬升效果会更好， 可以进一步减少所述螺旋桨 340的负载， 提高续航吋间。 另外 ， 所述第一机臂 230、 所述第二机臂 240与所述机头 160之间对称设有凹入部， 且 该凹入部的表面设为弧面， 由此可以减小飞行器主体重量， 降低飞行吋的风阻 。 所述机尾 170末端对称设有凹陷部， 由此可以进一步减小飞行器主体 100重量
[0041] 本实施例中， 所述飞行器具有两种状态分别为第一状态及第二状态， 第一状态 即为当所述飞行器水平向前飞行或者静止在底面上吋的状态， 在第一状态吋， 所述螺旋桨 340的旋转面与水平面具有所述倾斜角 δ， 所述飞行器主体 100底面所 在的平面与所述水平面平行； 所述螺旋桨 340的旋转面与水平面的倾斜角 δ大于 0 度小于 90度， 优选地， 所述螺旋桨 340的旋转面与水平面的倾斜角 δ为 28.5度。 所 述螺旋桨 340的旋转面与水平面倾斜， 由此产生一个克服所述飞行器自身重力的 分力， 减少所述螺旋桨 340的负载， 提高航行吋间， 以及一个水平方向的分力， 水平方向的分力方向为所述飞行器的行进方向。 第二状态即为当所述飞行器垂 直向上飞行或者悬停在空中吋的状态， 在第二状态吋， 所述螺旋桨 340的旋转面 与水平面平行， 所述飞行器底面所在的平面与水平面具有所述倾斜角 δ。
[0042] 以上所述实施例的各技术特征可以进行任意的组合， 为使描述简洁， 未对上述 实施例中的各个技术特征所有可能的组合都进行描述， 然而， 只要这些技术特 征的组合不存在矛盾， 都应当认为是本说明书记载的范围。
[0043] 以上所述实施例仅表达了本申请的几种实施方式， 其描述较为具体和详细， 但 并不能因此而理解为对本申请保护范围的限制。 应当指出的是， 对于本领域的 普通技术人员来说， 在不脱离本申请构思的前提下， 还可以做出若干变形和改 进， 这些都属于本申请的保护范围。 因此， 本申请专利的保护范围应以所附权 利要求为准。

Claims

权利要求书
一种飞行器， 包括飞行器主体、 设置于所述飞行器主体上的机臂组件 、 设置于所述机臂组件上的动力装置， 所述动力装置包括安装座、 设 置于所述安装座上的驱动件、 及与所述驱动件连接的螺旋桨， 其特征 在于， 所述机臂组件包括第一机臂、 第二机臂、 第三机臂和第四机臂 ， 所述第三机臂和所述第四机臂末端的高度高于所述第一机臂和所述 第二机臂末端的高度。
根据权利要求 1所述的飞行器， 其特征在于， 所述第一机臂和所述第 二机臂布置于所述飞行器主体的机头方向的左右两侧， 且所述第一机 臂和所述第二机臂分别沿所述飞行器行进方向延伸设置。
根据权利要求 1所述的飞行器， 其特征在于， 所述第三机臂和所述第 四机臂设置于所述飞行器主体的机尾方向的顶面上， 且所述第三机臂 和所述第四机臂沿垂直向上方向延伸设置。
根据权利要求 1所述的飞行器， 其特征在于， 所述第一机臂与所述飞 行器主体连接处的横截面尺寸大于与所述安装座连接处的横截面尺寸 ， 所述第二机臂与所述飞行器主体连接处的横截面尺寸大于与所述安 装座连接处的横截面尺寸。
根据权利要求 1所述的飞行器， 其特征在于， 所述第三机臂与所述飞 行器主体连接处的横截面尺寸大于与所述安装座连接处的横截面尺寸 ， 所述第四机臂与所述飞行器主体连接处的横截面尺寸大于与所述安 装座连接处的横截面尺寸。
根据权利要求 5所述的飞行器， 其特征在于， 所述第三机臂和所述第 四机臂为三角板结构， 所述第三机臂和第四机臂的迎风面为三角板结 构的窄面。
根据权利要求 6所述的飞行器， 其特征在于， 所述第三机臂和所述第 四机臂之间连接有加固杆。
根据权利要求 7所述的飞行器， 其特征在于， 所述第三机臂和所述第 四机臂的迎风面与水平面之间形成钝角。 [权利要求 9] 根据权利要求 1所述的飞行器， 其特征在于， 设置于所述第三机臂、 所述第四机臂上的安装座的位置高于设置于所述第一机臂、 所述第二 机臂上的安装座的位置。
[权利要求 10] 根据权利要求 1所述的飞行器， 其特征在于， 所述螺旋桨相对于所述 飞行器主体倾斜设置。
PCT/CN2017/083458 2016-05-17 2017-05-08 飞行器 WO2017198084A1 (zh)

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CN205770136U (zh) * 2016-05-17 2016-12-07 亿航智能设备（广州）有限公司 飞行器
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CN204916154U (zh) * 2015-07-10 2015-12-30 哈瓦国际航空技术（深圳）有限公司 一种一体化飞行器机体
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