WO2021136397A1

WO2021136397A1 - Aerial vehicle

Info

Publication number: WO2021136397A1
Application number: PCT/CN2020/141482
Authority: WO
Inventors: 胡海
Original assignee: 仿翼（深圳）科技有限公司
Priority date: 2020-01-05
Filing date: 2020-12-30
Publication date: 2021-07-08
Also published as: CN211685618U

Abstract

An aerial vehicle, comprising: a nose module (600); a fuselage module (100); a wing module (400); an empennage module (200); a rudder module (500); a housing module (700); and a transmission mechanism module (300) used to drive the wing module (400) to move. At least one of the nose module (600), the housing module (700), the empennage module (200) and the wing module (400) is detachably connected to the fuselage module (100).

Description

A kind of aircraft

Technical field

The present disclosure relates to the technical field of bionic flight, in particular to an aircraft.

Background technique

A flapping-wing aircraft refers to an aircraft that generates lift and forward force through the active movement of its wings like a bird. It relies on the reaction force of the wings to beat the air as the lift and forward force. Therefore, the total weight of the flapping-wing aircraft is relatively strict. The lighter it is, the lower the energy consumption, the longer the corresponding flight time, and the better the flight effect. Therefore, under the weight limit, most of the wings and tails of flapping-wing aircraft are made of lightweight materials (paper, plastic film, cloth). These lightweight materials are often not strong enough, and are more likely to be damaged by collisions, drops, and external forces during flight. In addition, most of the existing flapping-wing aircraft have an integrated structure, which is difficult to replace and maintain, and the overall replacement cost is relatively high.

Summary of the invention

Therefore, the technical problem to be solved by the present disclosure is to overcome the disadvantage of inconvenient replacement or maintenance of the aircraft in the prior art when it is damaged, so as to provide an aircraft that is convenient for replacement or maintenance.

In order to solve the above technical problems, the present disclosure provides an aircraft, which includes: a head module, a fuselage module, a wing module, a tail module, a tail rudder module, and a shell module, at least the head At least one of the module, the housing module, the tail module, and the wing module is detachably connected to the fuselage module.

In one embodiment, the head module includes a blister head body, the blister head body is provided with an eye portion, and the eye portion is provided with an infrared module for detecting obstacles.

In one embodiment, the infrared module jacket is provided with a decorative fixing ring, and the decorative fixing ring clamps the infrared module on the eye.

In one embodiment, the head module further includes a flexible protection structure provided at the front end of the blister head body.

In one embodiment, the flexible protective structure includes a flexible sleeve sleeved on the body of the blister head, and a cavity is formed between the flexible sleeve and the body of the blister head.

In one embodiment, the blister head body includes a first part, and a second part provided at the front end of the first part, the second part and the first part form a stepped surface, and the flexible sleeve and the The stepped surface is interference fit, and the edge of the flexible sleeve is flush with the edge of the first part.

In one embodiment, the housing module is arranged outside the fuselage module, the housing module includes a butt-connected left housing and a right housing, and the left housing includes a left blister housing and a left suction housing. The left bracket fixedly connected with the plastic case, the right shell includes a right blister shell and a right bracket fixedly connected with the right blister shell, the left bracket and the right bracket are respectively fixedly connected with the fuselage module .

In one embodiment, the left blister shell is bonded to the left bracket, and the right blister shell is bonded to the right bracket.

In one embodiment, the left bracket is bonded to the edge of the left blister, the right bracket is bonded to the edge of the right blister, and the left bracket and the right bracket are along the edge A number of connecting holes suitable for screw connection with the fuselage module are provided on the edge.

In one embodiment, the transmission mechanism module is connected to the fuselage module, the wing module is detachably connected to the fuselage module through the transmission mechanism module, and the wing module It includes a membrane body and at least two connecting rods supporting and connecting the membrane body. The transmission mechanism module includes a hollow tubular structure, and the connecting rod is suitable for being inserted into the tubular structure.

In one embodiment, the fuselage module is provided with a slot structure, and the tail module is provided with a plug structure suitable for being inserted into the fuselage module.

Description of the drawings

In order to more clearly illustrate the specific embodiments of the present disclosure or the technical solutions in the prior art, the following will briefly introduce the drawings that need to be used in the specific embodiments or the description of the prior art. Obviously, the appendix in the following description The drawings are some embodiments of the present disclosure. For those of ordinary skill in the art, without creative work, other drawings can be obtained based on these drawings.

FIG. 1 is a schematic structural diagram of an aircraft provided in an embodiment of the disclosure;

Figure 2 is an exploded view of the aircraft shown in Figure 1;

3 is a schematic diagram of the structure of the head module of the aircraft shown in FIG. 2;

4 is a schematic diagram of the structure of the infrared module of the aircraft shown in FIG. 2;

Figure 5 is a partial structural diagram of the infrared module installed on the fuselage module;

Fig. 6 is a schematic cross-sectional view of the head module of the aircraft;

Figure 7 is a schematic diagram of the structure of the housing module;

Figure 8 is a schematic diagram of the structure of the fuselage module;

FIG. 9 is a schematic diagram of the structure of the fuselage module and the tail module of the aircraft separated;

Fig. 10 is a partial enlarged view of Fig. 9;

Fig. 11 is a schematic diagram of the structure of the aircraft tail module shown in Fig. 9 mounted on the fuselage module;

Figure 12 is a partial enlarged view of Figure 11;

Figure 13 is a schematic diagram of the structure of the tail module of the aircraft;

Figure 14 is a top view of the tail module of the aircraft;

15 is a schematic diagram of the positional structure of the wing module, the rocker assembly, and the driving mechanism provided in the embodiments of the disclosure;

FIG. 16 is a schematic diagram of the structure of the first rocker shown in FIG. 15;

Figure 17 is a front view shown in Figure 16;

Figure 18 is a top view shown in Figure 16;

FIG. 19 is a schematic diagram of the structure of the second rocker shown in FIG. 15;

Figure 20 is the front view shown in Figure 19;

Figure 21 is a top view shown in Figure 19;

Figure 22 is a schematic diagram of the assembly structure of the first rocker and the second rocker and the drive mechanism;

Figure 23 is a schematic top view of the assembly structure of the first rocker and the second rocker;

24 is a schematic structural diagram of the connection between the rocker assembly and the driving mechanism provided in the embodiment of the disclosure;

FIG. 25 is a schematic structural diagram of a wing module provided in an embodiment of the disclosure;

Fig. 26 is a top view of a wing film of the wing module of Fig. 25;

Figure 27 is a schematic diagram of the flight state of the aircraft.

Detailed ways

The technical solutions of the present disclosure will be clearly and completely described below in conjunction with the accompanying drawings. Obviously, the described embodiments are part of the embodiments of the present disclosure, rather than all of the embodiments. Based on the embodiments in the present disclosure, all other embodiments obtained by those of ordinary skill in the art without creative work shall fall within the protection scope of the present disclosure.

In the description of the present disclosure, it should be noted that the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc. The indicated orientation or positional relationship is based on the orientation or positional relationship shown in the drawings, and is only for the convenience of describing the present disclosure and simplifying the description, and does not indicate or imply that the pointed device or element must have a specific orientation or a specific orientation. The structure and operation cannot therefore be construed as a limitation of the present disclosure. In addition, the terms "first", "second", and "third" are only used for descriptive purposes, and cannot be understood as indicating or implying relative importance.

In the description of the present disclosure, it should be noted that, unless otherwise clearly specified and limited, the terms "installation", "connection", and "connection" should be understood in a broad sense. For example, they can be fixed or detachable. Connected or integrally connected; it can be a mechanical connection or an electrical connection; it can be directly connected or indirectly connected through an intermediate medium, and it can be the internal communication between two components. For those of ordinary skill in the art, the specific meanings of the above-mentioned terms in the present disclosure can be understood in specific situations.

In addition, the technical features involved in the different embodiments of the present disclosure described below can be combined with each other as long as they do not conflict with each other.

An aircraft provided by the present disclosure is, for example, a flapping-wing aircraft, as shown in FIGS. 1 and 2, the aircraft may include: a head module 600, a fuselage module 100, a wing module 400, a tail module 200, The rudder module 500, the housing module 700, and the transmission mechanism module 300 for driving the wing module 400 to move, at least one of the head module 600, the housing module 700, the tail module 200, and the wing module 400 One can be detachably connected to the fuselage module 100.

For example, the head module 600, the housing module 700, the wing module 400, and the tail module 200 can all be detachably connected to the fuselage module 100. For example, the head module 600 is provided with screw holes, and the fuselage module The corresponding position of 100 is also provided with screw holes, the head module 600 can be connected with the fuselage module 100 by screws; the edge of the housing module 700 can be provided with screw holes, and the corresponding position on the fuselage module 100 Screw holes may also be provided, the housing module 700 may be connected to the fuselage module 100 by screws; the transmission mechanism module 300 may be connected to the fuselage module 100, and the wing module 400 may include a membrane body 402, and At least two connecting rods 401 (as shown in FIG. 15 below) supporting and connecting the membrane body 402, the transmission mechanism module 300 may include a hollow tubular structure, and the connecting rod 401 is adapted to be inserted in the tube Within the structure, the wing module 400 can be detachably connected to the fuselage module 100 through the transmission mechanism module 300; the fuselage module 100 can be provided with a slot structure 101 (as shown in Figure 8 below), and the tail module 200 A pin structure 201 suitable for being inserted on the fuselage module 100 (as shown in FIG. 10 below) may be provided on the upper wing module, and the tail module 200 may be inserted into the fuselage module 100. In other embodiments, the head module 600, the shell module 700, the wing module 400, and the tail module 200 can all be connected to the fuselage module 100 by snaps, which is not limited here.

For the connection methods of the head module 600, the housing module 700, the wing module 400, the tail module 200, and the fuselage module 100, refer to the following description for details.

[Removable connection between the head module and the fuselage module]

In this embodiment, as shown in FIGS. 2 and 3, the head module 600 may include a blister head body 601. The edge of the blister head body 601 may be provided with screw holes, and the front end of the body module 100 corresponds to The position can also be provided with a screw hole, and the screw can detachably connect the head module 600 and the fuselage module 100 through the screw hole. The blister head body 601 can also be provided with an eye portion 605, and the eye portion 605 can be provided with an infrared module (not marked in the figure) for detecting obstacles.

In one embodiment, referring to FIG. 4 and FIG. 5 in conjunction, the infrared module may include an infrared transmitter 801 for emitting infrared rays outward, and an infrared receiver 802 for receiving infrared rays reflected by obstacles. For example, there may be two infrared transmitters 801, which are respectively disposed on the eye portion 605, and the infrared receiver 802 may be disposed below the infrared transmitter 801.

For example, the jacket of the infrared transmitter 801 may be provided with a decorative fixing ring 602. As shown in FIG. 3, the decorative fixing ring 602 may clip the infrared transmitter 801 to the eye portion 605, so that the infrared transmitter 801 is fixed on the eye portion, and the decoration is fixed. The setting of the ring 602 shields the structure in the head, so that the head module 600 of the aircraft has a beautiful appearance, and also makes the infrared transmitter 801 stable.

The above-mentioned head module 600 can adopt a blister head, which can reduce the weight of the head, making the aircraft fly more dexterously, with higher flight efficiency, lower energy consumption, and the head can be replaced with different bionic animal head shapes. , It is flexible and expandable, which is beneficial to cost saving, and the infrared transmitter 801 is exposed through the eye part 605, which can simulate the eyes and ensure the obstacle avoidance effect. When the head module 600 and/or the infrared module are damaged, or when you want to change the shape of the head of a different bionic animal, the head module 600 can be easily removed from the body module 100.

In the actual flight process, the aircraft may hit an obstacle, and the head module 600 will first hit the obstacle. In order to reduce the impact force received by the blister body 601, as shown in Figure 6, the head module 600 may also include a flexible protection structure provided at the front end of the blister head body 601.

For example, the flexible protective structure may include a flexible sleeve 603 sleeved on the blister head body 601, and a cavity 604 may be formed between the flexible sleeve 603 and the blister head body 601. When the head of the aircraft is hit during flight, first the flexible sleeve 603 will contact the obstacle. Due to the elastic effect of the flexible sleeve 603, the air in the cavity 604 will be squeezed, and the air in the cavity 604 will be compressed. The kinetic energy generated by the impact of the 603 is converted into the potential energy of the air, and the cavity 604 acts as a damper to slow down and reduce the impact force received by the blister body 601 and prolong the service life of the aircraft.

For example, the blister head body 601 may include a first part 6011 and a second part 6012 provided at the front end of the first part 6011. The second part 6012 may form a stepped surface with the first part 6011, and the flexible sleeve 603 may be an interference fit with the stepped surface, In addition, the edge of the flexible sleeve 603 can be arranged flush with the edge of the first part 6011 near one end of the flexible sleeve 603, so that the flexible sleeve 603 is closely connected with the blister body 601, and the appearance is neat and beautiful.

In this embodiment, the flexible sleeve 603 can be made of silica gel with a thickness of 0.5 mm and a hardness of 35-55°, but the material is not limited to one, and the thickness and hardness are not determined values. The material with low hardness can have a thicker thickness. The thickness of the material with high hardness can be thinner. In other alternative embodiments, the flexible sleeve 603 is made of rubber.

[Removable connection of housing module and fuselage module]

The housing module 700 may be arranged outside the fuselage module 100. As shown in FIG. 7, the housing module 700 may include a left shell and a right shell that are connected to each other, and the left shell may include a left plastic shell 701 and a left plastic shell 701. The fixedly connected left bracket 702 and the right shell may include a right blister shell 703 and a right bracket 704 fixedly connected to the right blister shell 703. The left bracket 702 and the right bracket 704 may be fixedly connected to the fuselage module 100, respectively. The shell module 700 can protect the fuselage module 100, and the use of a blister shell can reduce the weight of the aircraft, making the aircraft fly more dexterously, with higher flight efficiency, lower energy consumption, and The shell is replaced with a different bionic image, which is flexible and expandable, which is conducive to cost saving.

For example, the left blister case 701 can be bonded to the left bracket 702, and the right blister case 703 can be bonded to the right bracket 704. Both the left bracket 702 and the right bracket 704 can have a hollow structure, which is lighter in weight.

The left bracket 702 can be bonded to the edge of the left blister shell 701, the right bracket 704 can be bonded to the edge of the right blister shell 703, and the left bracket 702 and the right bracket 704 can be provided with a number of edges suitable for connecting to the body The connecting hole for connecting the module 100, the left bracket 702 and the right bracket 704 can be connected with the fuselage module 100 by screws, which is convenient for disassembly and replacement.

[Removable connection of tail module and fuselage module]

As shown in FIG. 9, the tail module 200 can be detachably installed on the fuselage module 100 through an adjustment structure, and the installation position of the tail module 200 on the fuselage module 100 can be adjusted through the adjustment structure.

The adjusting structure may include at least two first adjusting parts and at least one second adjusting part, wherein the first adjusting part may be provided on one of the fuselage module 100 and the tail module 200, and the second adjusting part may be provided On the other of the fuselage module 100 and the tail module 200, the second adjusting portion is adapted to cooperate with different first adjusting portions, so that the tail module 200 can be installed on the fuselage module 100 in an adjustable position When the second adjusting part is matched with a different first adjusting part, the height of the tail module 200 is different.

In this embodiment, as shown in FIG. 10, the first adjusting portion may include two locking holes 102 arranged symmetrically, and the second adjusting portion may include a portion adapted to be inserted into the locking hole 102 from an interval between the two locking holes 102. The protrusion 202. In other optional embodiments, the second adjusting portion may be two locking holes 102 arranged at intervals and opposite in position, and the first adjusting portion may be adapted to be inserted into the locking hole 102 from the interval between the two locking holes 102. The protrusion 202.

For example, the first adjusting portion may be provided on the fuselage module 100, and the number is three. For example, the first adjusting portion may further include a slot structure 101 that can be inclined on the fuselage module 100 The two locking holes 102 can be arranged on opposite side walls of the slot structure 101. Since the slot structure 101 is inclined upward, the locking holes 102 provided on the same side wall can be located at different heights. The height of the first adjusting part formed by the two locking holes 102 at opposite positions is also different; the second adjusting part can be provided on the tail module 200, for example, the tail module 200 can be provided with the slot structure 101 The matching pin structure 201 and the protrusions 202 can be provided on both sides of the pin structure 201. When the pin structure 201 is inserted into the slot in the middle of the slot structure 101, the protrusion 202 on the pin structure 201 will be locked according to the size of the external force. Into the locking holes 102 of different first adjusting parts, the height of the tail module 200 is also different.

In one embodiment, as shown in FIGS. 10 to 12, for example, three sets of locking holes 102 (that is, three first adjustment parts) are provided, and the rightmost set of locking holes 102 can be defined as the first set of locking holes. , The middle group of locking holes 102 is the second group of locking holes, the leftmost locking hole 102 is the third group of locking holes, when the protrusion 202 on the latch structure 201 is locked into the first group of locking holes, at this time The height of the tail wing module 200 is the highest, corresponding to the same flying height and the same flying power, due to the largest wind resistance and the lowest flying speed. At this time, the position of the tail wing module 200 is the first gear position; when the protrusion 202 on the latch structure 201 When locked into the second set of locking holes, the position of the tail module 200 is in the second gear position, and the flying speed is higher than the flying speed in the first gear position; when the protrusion 202 on the latch structure 201 is locked into the third set of locking holes When the tail module 200 is in the third gear position, the flight speed is higher than the flight speed in the second gear position. When the position of the tail module 200 needs to be adjusted, the latch structure 201 is pushed or pulled forcefully so that the protrusion 202 is locked into the required locking hole 102. In other optional embodiments, more gears can be set according to the length of the slot structure 101 and/or the latch structure 201, so that the aircraft can be used in more occasions. Figures 11 and 12 show a schematic view of the structure when the tail module 200 is installed in the third gear position.

In some other embodiments, the first adjusting part may be provided on the empennage module 200. For example, the first adjusting part may further include a pin structure 201 that is adapted to the slot structure 101, and the bolt structure 201 may be provided on the empennage module. In the group 200, multiple sets of protrusions 202 may be provided on opposite sides of the latch structure 201, and the axis of each set of protrusions 202 may be overlapped, and each set of protrusions 202 may form a first adjusting part; and a second adjusting part may be provided. The fuselage module 100 is, for example, a set of locking holes 102 provided on the fuselage module 100. Or the first adjusting portion may be a plurality of through holes provided on the pin structure 201 or multiple sets of blind holes provided on the two side walls of the pin structure 201, each set of blind holes may include two, and the two blind holes The axes of the holes may be coincident, and the second adjusting portion may be a set of protrusions 202 provided on the fuselage module 100, and the set of protrusions 202 may be arranged oppositely. Or the first adjusting portion may be provided on the fuselage module 100, which is a plurality of sets of protrusions 202 provided on the two side walls of the slot structure 101, each set of protrusions 202 may be arranged oppositely, and the second adjusting portion may be A through hole or a group of blind holes provided on the two side walls of the plug structure 201 are provided on the plug structure 201. In these embodiments, the height of the tail module 200 can be adjusted, and the installation position of the tail module 200 can be locked.

For example, the fuselage module 100 can be detachably connected to the tail module 200. When the tail module 200 is damaged, the damaged tail module 200 can be removed from the fuselage module 100, and the new tail module 200 can be installed on the fuselage to extend the service life of the aircraft. In this embodiment, the fuselage module 100 and the tail module 200 can be detachably connected by plugging. In other embodiments, a through hole may be provided on the bolt structure 201, and the fuselage module 100 and the tail module 200 may be connected by bolts. In this embodiment, the connection method is more complicated.

To facilitate inserting the pin structure 201 into the slot structure 101 and adjust the position in the slot structure 101, the slot structure 101 only has two opposite side walls provided with locking holes 102, so that the pin structure 201 can be inserted into the slot structure At 101, the two side walls can be opened outwards. In other optional embodiments, the form of the sidewall of the slot structure 101 is not specifically limited.

As shown in FIG. 13, the empennage module 200 may include a empennage bracket, a support rod 205 and a empennage film 206. The empennage support may have two symmetrically arranged connecting pipes 207; the support rod 205 may be provided with at least two connecting pipes 207 respectively; the empennage film 206 may connect two support rods 205. For example, the tail film 206 can be connected to the two support rods 205 by bonding.

In this embodiment, the support rod 205 may be a carbon rod, and this design can reduce the weight of the aircraft, thereby increasing the flight duration of the aircraft.

With further reference to Fig. 13, the connecting pipe 207 may include a pipe body 203 and a protection portion 204 provided on the pipe body 203. The protection portion 204 may have an arc-shaped tubular shape, where the arc-shaped tubular shape is understood to mean that the cross-section of the protection portion is arc-shaped. And can extend in the axial direction. By setting the protection part 204 into an arc-shaped tube, the protection part 204 has certain elasticity. When the support rod 205 is bent and deformed by an external force, the protection part 204 deforms with the support rod 205, which can prevent the end of the connecting pipe 207 from facing each other. The support rod 205 causes a shearing force, thereby protecting the support rod 205 from being broken easily and prolonging the service life.

For example, the protection part 204 may be in a semi-circular shape, and the cross section of the protection part may be semicircular, and may extend in the axial direction.

Normally, when the tail module 200 is held, the external force exerts an external force on the support rod 205 toward the side of the tail film 206, that is, the two support rods 205 are close to each other. Therefore, in this embodiment, the protection The arc-shaped outer wall of the part 204 is arranged toward the tail film 206, so that the protection part 204 deforms to one side of the tail film 206 along with the support rod 205, so that the protection support rod 205 is not easily broken and the service life is prolonged.

In an embodiment, the included angle formed by the axes of the two connecting pipes 207 may be, for example, between 75° and 95°. For another example, as shown in FIG. 14, the included angle formed by the axes of the two connecting pipes 207 may be at Between 80° and 90°. According to the present embodiment, the inventor calculated the structure design of the tail module combined with the principle of flight dynamics, supplemented by a large number of flight tests, and found that the angle between the axes of the two connecting pipes 207 is 85° as the best angle. Or a deviation of 5° from top to bottom, this angle setting can ensure the smooth flight of the aircraft.

[Removable connection between the wing module and the fuselage module]

As shown in FIG. 15, the wing module 400 may adopt an X-shaped double-layer wing. The flight power is stronger, the attitude is more stable, and it is more energy-saving and power-saving.

In one embodiment, the wing module 400 can be detachably connected to the fuselage module 100 through the transmission mechanism module 300 provided on the fuselage module 100.

For example, the transmission mechanism module 300 may include a frame, a rocker assembly, and a driving mechanism.

In this embodiment, as shown in FIG. 15, one rocker assembly may be provided, and the rocker assembly may include two rockers. The two rockers may be connected to the frame through a shaft 303, and one of the rockers has an orientation The bending part of the other rocker is bent so that the axis of the left end and the axis of the right end of the two rockers are in the same plane. In other alternative embodiments, when the wing module 400 is larger, multiple rocker assemblies may be provided. In other alternative embodiments, the two rockers can also be connected to the frame in other ways.

For example, the two joysticks can be the first joystick 301 and the second joystick 302 respectively. It should be noted that the head of the aircraft can be the front end of the aircraft, and the tail can be the rear end of the aircraft. Forward means Towards the head, backward refers to towards the tail.

The first rocker 301 may be arranged close to the head of the aircraft, and the axis of the first rocker 301 may be located in a first vertical plane perpendicular to the shaft 303; wherein, the first rocker 301 may include a first body , The first left end portion 3012 and the first right end portion 3014; the first body can be connected to the shaft 303, the first left end portion 3012 and the first right end portion 3014 can be located in the first vertical plane along the axis of the extending direction of the first rocker 301 Inside.

The second rocker 302 may be arranged adjacent to the first rocker 301 and located at a position farther from the head of the aircraft than the first rocker 301; wherein, in this embodiment, the bending portion may be provided on the second rocker On the rod 302, the second rocker 302 may include a second body, a bent portion bent toward the first rocker 301, and a second left end 3022 and a second right end 3024; the second body may be connected to the rotating shaft 303; The two left end 3022 and the second right end 3024 may also be located in the first vertical plane along the axis of the extending direction of the second rocker 302.

For example, referring to FIGS. 16 and 17, the first rocker 301 may also include a first connecting section 3011 extending upward from one end of the first body, and a second connecting section 3013 extending downward from the other end of the first body. The first connecting section 3011 may be connected to the first left end 3012 at an end away from the first body, and the second connecting section 3013 may be connected to the first right end 3014 at an end away from the first body. The first left end 3012, the first connecting section 3011, the first body, the second connecting section 3013, and the first right end 3014 of the first rocker 301 may be integrally formed, and the first body may be provided with a hole for fixing the rotating shaft 303 .

In this embodiment, continuing to refer to FIG. 16, the first body may include a first front branch 3015 located on one side of the shaft 303, and a second front branch 3016 located on the other side of the shaft 303. The first front branch 3015 The angle formed with the second front branch 3016 around the rotating shaft 303 may be an obtuse angle. Taking the vertical plane where the axis of the rotating shaft 303 is located as the second vertical plane, the first front branch 3015, the first connecting section 3011, and the first left end 3012 may be located on the same side of the second vertical plane, and the second front branch 3016 The second connecting section 3013 and the first right end 3014 may be located on the other side of the second vertical plane. This arrangement of the first body can make the left and right sides of the same wing membrane have a certain angle, which conforms to the morphological characteristics of the wings of flying creatures, and is more similar in appearance to flying creatures. Of course, in other alternative embodiments, the first body may be a straight rod.

In one embodiment, as shown in FIG. 17, the axis A′ of the first left end 3012 may be parallel to the axis A of the first front branch 3015, and the axis B′ of the first right end 3014 may be parallel to the second front branch 3015. The axis B of 3016 is parallel.

For example, the axis A′ of the first left end 3012 may be offset upward by 1.3 mm in parallel with the axis A of the first front branch 3015, and the axis B′ of the first right end 3014 may be relative to the axis of the second front branch 3016. B is offset downward by 1.3mm in parallel. The offset of 1.3 mm is determined in actual applications according to the diameter of the cross section of the rocker. In this embodiment, the offset may be half of the diameter of the cross section of the rocker, which is not specifically limited in this application. In other embodiments, the specific offset can be adjusted according to actual conditions.

Referring to Figure 18, Figure 18 is a top view of Figure 17, the first left end 3012 axis A', the first front branch 3015 axis A, the first right end 3014 axis B', and the second front branch 3016 The axes B may all be located in the same plane, and the plane may be a first vertical plane perpendicular to the rotating shaft 303.

In one embodiment, as shown in FIG. 19 and FIG. 20, the bending part of the second rocker 302 may be bent in the direction of the first rocker 301. Here, the bending of the bending portion of the second rocker 302 in the direction of the first rocker 301 can be regarded as a forward bending. For example, the bent portion of the second rocker 302 may include a first bent section 3021 bent forward along one end of the second body, and a second bent section 3023 bent forward along the other end of the second body. The two left end portions 3022 may be connected to the end of the first bending section 3021 away from the second body, and the second right end portion 3024 may be connected to the end of the second bending section 3023 away from the second body. In other embodiments, the bending portion may also be provided on the first rocker 301, and the bending portion provided on the first rocker 301 is bent in the direction of the second rocker 302, which can be regarded as being bent backward. The second left end portion 3022, the bent portion, the second body, and the second right end portion 3024 of the second rocker 302 may be integrally formed, and a hole for fixing the rotating shaft 303 may be provided in the second body.

For example, continuing to refer to Figures 19 and 20, the second body may include a first rear branch 3025 on one side of the shaft 303 and a second rear branch 3026 on the other side of the shaft 303. The first rear branch 3025 and the second The included angle formed by the two rear branches 3026 around the shaft 303 may be an obtuse angle. The first rear branch 3025, the first bending section 3021, and the second left end 3022 may be located in the second vertical plane (as described above, the angle of the shaft 303 The vertical plane where the axis is on the same side of the second vertical plane), the second rear branch section 3026, the second bending section 3023, and the second right end 3024 may be located on the other side of the second vertical plane, the second left end The axis of 3022 may be parallel to the axis of the first rear branch 3025, and the axis of the second right end 3024 may be parallel to the axis of the second rear branch 3026. This arrangement of the second body can make the left and right sides of the same wing film have a certain angle, which conforms to the morphological characteristics of the wings of flying creatures, and is more similar in appearance to flying creatures. Of course, in other alternative embodiments, the second body may be a straight rod.

For example, the axis C′ of the second left end 3022 may be parallel to the axis C of the first rear branch 3025 and offset downward, and the axis D′ of the second right end 3024 may be parallel to the axis D of the second rear branch 3026 and upward. Offset.

For example, the axis C′ of the second left end 3022 may be offset downward in parallel with respect to the axis C of the first rear branch 3025 by 1.3 mm, and the axis D′ of the second right end 3024 may be relative to the axis C of the second rear branch 3026. The axis D is offset upwards in parallel by 1.3 mm. The offset of 1.3 mm is determined according to the diameter of the cross section of the rocker in practical applications. In this embodiment, the offset is half of the diameter of the cross section of the rocker, which is not specifically limited in this application. In other embodiments, the specific offset can be adjusted according to actual conditions.

Referring to Figure 21, Figure 21 is a top view of Figure 20, the axis C of the first rear branch section 3025 of the second body may coincide with the axis D of the second rear branch section 3026, as shown in the axis CD in Figure 21, the second The axis C′ of the left end 3022 may coincide with the axis D′ of the second right end 3024, as shown in the axis C′D′ in FIG. 21, and the distance between the axis CD and the axis C′D′ may be 3.4 mm. And the vertical plane on which the axis C'D' is located may be the above-mentioned first vertical plane.

That is, as shown in FIGS. 22 and 23, the axis A′ of the first left end 3012 of the first rocker 301, the axis B′ of the first right end 3014 and the second left end 3022 of the second rocker 302 The axis C′ of the second right end 3024 and the axis D′ of the second right end 3024 may both lie in the same vertical plane, and the vertical plane is the first vertical plane.

It should be noted that, continuing to refer to FIG. 22, the first connecting section 3011 formed by one end of the first body extending upward can be connected with the first left end 3012, and the second connecting section 3013 formed by the other end of the first body extending downward. It can be connected with the first right end 3014, the first bending section 3021 formed by bending one end of the second body forward can be connected with the second left end 3022, and the second bending section formed by bending the other end of the second body forward The folding section 3023 can be connected to the second right end 3024, so that the lower side of the first left end 3012 has a space for accommodating the second left end 3022, and the upper side of the first right end 3014 has a space for accommodating the second right end 3024. space.

The first left end 3012 may be located above the second left end 3022, the first right end 3014 may be located below the second right end 3024, the aircraft may have the first left end 3012 and the second left end 3022 parallel, and the first right end The initial position where the portion 3014 is parallel to the second right end portion 3024. That is, the initial position where the axis A'of the first left end 3012 is parallel to the axis C'of the second left end 3022, and the axis D'of the first right end 3014 is parallel to the axis B'of the second right end 3024. With this arrangement, the angle between the upper wing film and the lower wing film of the wing module 400 arranged on the first rocker 301 and the second rocker 302 can reach 0°, so that the wing module 400 of the aircraft The working range is larger and the flight effect is better.

To avoid interference between the first rocker 301 and the second rocker 302 during movement, when the aircraft is in the initial position, the first left end 3012 may have a distance from the second left end 3022, and/or the first right end 3014 may There is a distance from the second right end 3024.

For example, the size of the gap may be 3mm. Of course, in other alternative embodiments, the size of the spacing is not limited.

In one embodiment, as shown in FIG. 24, the drive mechanism and the rocker assembly can jointly form the transmission mechanism module 300 of the aircraft. The transmission mechanism module 300 can be installed on the frame and can be connected to two rockers respectively. The rods (the first rocker 301 and the second rocker 302) are connected for driving the two rockers to move at the same time. The specific structure and transmission process of the driving structure in the prior art have been introduced in detail, and will not be described in this embodiment, but only a brief description of the installation process: referring to FIG. 24 again, the first rocker 301 can be placed In the front, the second rocker 302 can be placed at the rear, and they can be connected to the frame through the pin as the shaft 303, and then the front fulcrum 304 of the first rocker 301 can be connected to the first connecting rod of the driving mechanism. 305 is hinged, and the rear fulcrum 307 of the second rocker 302 is hinged to the second link 308 of the driving mechanism. The other end of the first link 305 can be hinged to the pin hole on the first gear 306 of the driving mechanism. The other end of the rod 308 can be hinged with a pin hole on the second gear 309 of the driving mechanism. The first gear 306 and the second gear 309 can rotate synchronously through the meshing of teeth, driving the first connecting rod 305 and the second connecting rod 308 to move synchronously, thereby driving the first rocker 301 and the second rocker 302 to move synchronously.

The wing module 400 of the aircraft can be detachably mounted on the rocker assembly. As shown in FIG. 25, the wing module 400 may include two layers of upper and lower wing films. As shown in FIG. 26, each layer of wing film may include at least two connecting rods 401 and a film body 402 connecting the connecting rods 401. The two ends of the rocker have a hollow tubular structure, and the connecting rod 401 is suitable for being inserted in the rocker. For example, the membrane body 402 can be connected between the two connecting rods 401 by bonding. The above-mentioned rocker assembly structure of the first rocker 301 and the second rocker 302 is taken as an example for installation instructions. The two connecting rods 401 of the membrane can be detachably inserted into the first left end 3012 and the second right end 3024, respectively. The two connecting rods of the lower wing membrane can be detachably inserted into the second left end 3022 and the first On the right end 3014. When the wing module 400 is relatively large, multiple rocker assemblies may be provided, and/or multiple connecting rods 401 are correspondingly added to the wing module 400 to support and install the membrane body 402. Wherein, the connecting rod 401 is correspondingly added to the wing membrane with a larger area, so that the connecting rod 401 can support the wing membrane, so as to ensure that the wing membrane will not be deformed due to wind resistance during flight, which will affect the flight.

The film body 402 of this embodiment may be a semi-elliptical film or include two right-angle fan-shaped films. For example, the film body 402 of the upper wing film may be a semi-elliptical film or include two right-angle fan-shaped films, and the film body 402 of the lower wing film may also be a semi-elliptical film or include two right-angle fan-shaped films. For example, the upper wing film and the lower wing film completely overlap, and the upper and lower wing films are completely symmetrical about the second vertical plane (the vertical plane where the axis of the rotating shaft 303 is located).

During the flight of the aircraft, as shown in Figure 27, at the initial position, as shown in Figure 27, the angle between the upper and lower wing films can be 0 degrees, the first rocker 301 and the second rocker The left and right ends of 302 are parallel up and down, with a distance of 3mm, and no movement interference will occur; with the swing of the first rocker 301 and the second rocker 302, as shown in position b in Figure 27, the upper and lower wings The angle θ between the membranes increases, as shown in position c in Figure 27. The angle θ between the upper and lower wing membranes reaches the maximum, which can reach 74 degrees, and then the angle θ decreases again, as shown in the figure. 27 in the d position. Because the shape of the wing membrane is completely symmetrical, when flapping up and down, the force area of the left and right wings is the same, which ensures the aerodynamic symmetry when flapping and makes the whole machine more stable.

2 and 8 again, the aircraft may also have a battery module 900. The battery module 900 can be plugged into the circuit board 104 on the fuselage module 100 to supply power to the circuit board 104. The battery module 900 can be connected to the circuit board 104. The fuselage module can be detached and connected, which makes it easy to replace the battery.

Description of reference signs:

100-fuselage module; 101-slot structure; 102-locking hole; 104-circuit board; 200-tail module; 201-pin structure; 202-protrusion; 203-tube body; 204-protection part; 205 -Support rod; 206-tail film; 207-connecting tube; 300-transmission mechanism module; 301-first rocker; 3011-first connecting section; 3012-first left end; 3013-second connecting section; 3014 -First right end; 3015-first front branch; 3016-second front branch; 302-second rocker; 3021-first bending section; 3022-second left end; 3023-second bending 3024-second right end; 3025-first rear branch; 3026-second rear branch; 303-rotation shaft; 304-front fulcrum; 305-first connecting rod; 306-first gear; 307-rear Fulcrum; 308-second connecting rod; 309-second gear; 400-wing module; 401-connecting rod; 402-membrane body; 500-rudder module; 600-head module; 601-blister head Body; 602-decorative fixing ring; 603-flexible sleeve; 604-cavity; 605-eyes; 6011-first part; 6012-second part; 700-housing module; 701-left blister shell; 702-left Bracket; 703-right blister shell; 704-right bracket; 800-infrared module; 801-infrared transmitter; 802-infrared receiver; 900-battery module.

Obviously, the above-mentioned embodiments are merely examples for clear description, and are not intended to limit the implementation manners. For those of ordinary skill in the art, other changes or modifications in different forms can be made on the basis of the above description. It is unnecessary and impossible to list all the implementation methods here. The obvious changes or changes derived from this are still within the scope of protection created by the present disclosure.

This application claims the priority of the Chinese patent application No. 202020017125.6 filed on January 5, 2020, and the content disclosed in the above Chinese patent application is quoted here in full as a part of this application.

Claims

An aircraft, wherein the aircraft includes: a head module (600), a fuselage module (100), a wing module (400), a tail module (200), a rudder module (500), and a shell The module (700), and the transmission mechanism module (300) used to drive the wing module (400) to move, the head module (600), the housing module (700), and the tail module (200) At least one of the wing module (400) and the wing module (400) are detachably connected to the fuselage module (100).
The aircraft according to claim 1, wherein the head module (600) comprises a blister head body (601), and the blister head body (601) is provided with an eye portion (605), and The eye part (605) is provided with an infrared module for detecting obstacles.
The aircraft according to claim 2, wherein the infrared module jacket is provided with a decorative fixing ring (602), and the decorative fixing ring (602) clamps and fixes the infrared module on the eye portion (605). )on.
The aircraft according to claim 2, wherein the head module (600) further comprises a flexible protection structure provided at the front end of the blister head body (601).
The aircraft according to claim 4, wherein the flexible protective structure comprises a flexible sleeve (603) sleeved on the blister head body (601), the flexible sleeve (603) and the blister head A cavity (604) is formed between the bodies (601).
The aircraft according to claim 5, wherein the blister head body (601) comprises a first part (6011) and a second part (6012) arranged at the front end of the first part (6011), the second part The portion (6012) and the first portion (6011) form a stepped surface, the flexible sleeve (603) is in interference fit with the stepped surface, and the edge of the flexible sleeve (603) is aligned with the first portion (6011). ) Are set flush at the edges.
The aircraft according to claim 1, wherein the housing module (700) is arranged outside the fuselage module (100), and the housing module (700) includes a butt-connected left shell and a right shell, so The left shell includes a left blister shell (701) and a left bracket (702) fixedly connected to the left blister shell (701), and the right shell includes a right blister shell (703) and is connected to the right blister The shell (703) is fixedly connected to a right bracket (704), and the left bracket (702) and the right bracket (704) are respectively fixedly connected to the fuselage module (100).
The aircraft according to claim 7, wherein the left blister shell (701) is bonded to the left bracket (702), and the right blister shell (703) is bonded to the right bracket (704) .
The aircraft according to claim 8, wherein the left bracket (702) is bonded to the edge of the left blister shell (701), and the right bracket (704) is bonded to the right blister shell (703). The edges of the left support (702) and the right support (704) are provided with a number of connecting holes suitable for screw connection with the fuselage module (100) along the edges of the left support (702) and the right support (704).
The aircraft according to claim 1, wherein the transmission mechanism module (300) is connected to the fuselage module (100), and the wing module (400) passes through the transmission mechanism module (300). ) Is detachably connected to the fuselage module (100), the wing module (400) includes a membrane body (402), and at least two connecting rods (401) supporting and connecting the membrane body, the transmission The mechanism module (300) includes a hollow tubular structure, and the connecting rod (401) is adapted to be inserted in the tubular structure.
The aircraft according to claim 1, wherein the fuselage module (100) is provided with a slot structure, and the tail module (200) is provided with a slot structure suitable for being inserted into the fuselage module ( 100) on the latch structure.