WO2021218168A1

WO2021218168A1 - Rotor wing protection mechanism and aircraft

Info

Publication number: WO2021218168A1
Application number: PCT/CN2020/135462
Authority: WO
Inventors: 孙毅峰; 王亚东
Original assignee: 深圳市大疆创新科技有限公司
Priority date: 2020-04-27
Filing date: 2020-12-10
Publication date: 2021-11-04
Also published as: CN212766735U

Abstract

A rotor wing protection mechanism (100) and an aircraft (200), the rotor wing protection mechanism (100) comprising a cover body outer frame (10), a fixed base (20) and a plurality of connecting bones (30), wherein the cover body outer frame (10) is arranged on the outer side of a part of the rotor wing (201); the fixed base (20) is used for being fixedly connected to a rotary arm (202) of the aircraft (200); two ends of each connecting bone (30) are fixedly connected to the cover body outer frame (10) and the fixed base (20) respectively; and the cross section of the cover body outer frame (10) is a solid structure.

Description

Rotor protection mechanism and aircraft

Technical field

This application relates to the field of flight technology, in particular to a rotor protection mechanism and an aircraft.

Background technique

Rotor-wing aircraft, which is equipped with multiple rotors driven by motors to rotate at a high speed. The motors drive the rotors to rotate at a high speed, and use the reaction force of the high-speed airflow to drive the aircraft to fly, in order to avoid collisions with foreign objects when the rotors rotate. Damaged, the outer side of the rotor is usually equipped with a rotor protection mechanism. In order to protect the uniformity of the wall thickness of the mechanism, the rotor protection mechanism usually adopts a rubber-out structure, thereby reducing the strength and rigidity of the rotor protection mechanism, so that the protection effect of the rotor is limited.

Summary of the invention

The present application provides a rotor protection mechanism and an aircraft. By designing the outer frame of the cover into a solid structure, the structural rigidity and strength of the outer frame of the cover can be effectively improved, thereby enhancing the protection performance of the protection mechanism.

It aims to improve the tensile strength and service life of cables used in charging stations, and improve the reliability of charging.

According to the first aspect of the present application, the present application provides a rotor protection mechanism for protecting the rotor of an aircraft, including:

The outer frame of the cover is arranged on the outer side of part of the rotor;

Fixed seat, used for fixed connection with the arm of the aircraft;

A plurality of connecting bones, the two ends of each connecting bone are respectively fixedly connected with the outer frame of the cover and the fixing seat;

Wherein, the cross section of the outer frame of the cover is a solid structure.

According to the second aspect of this application, this application also provides an aircraft, including

main body;

A plurality of spiral arms fixedly connected to the main body, the spiral arms are provided with rotor wings; and

A protection mechanism is installed on the rotating arm, so that the outer frame of the cover can be arranged on the outer side of the rotating wing to form a protection space.

Wherein, the protection mechanism includes a cover outer frame, a fixing seat and a plurality of connecting bones, the cover outer frame is arranged on the outer side of a part of the rotor; the fixing seat is used for fixed connection with the rotating arm of the aircraft; The two ends of the connecting bone are respectively fixedly connected with the outer frame of the cover and the fixing seat; wherein the cross section of the outer frame of the cover is a solid structure.

The technical solutions provided by the embodiments of this application may include the following beneficial effects: This application designs a rotor protection mechanism and an aircraft. By designing the outer frame of the cover into a solid structure, it not only avoids the prior art from first removing the glue from the outer frame of the cover Processing, and then assembled together by means of ultrasonic welding or adhesive production process; and can effectively improve the structural rigidity and strength of the outer frame of the cover, thereby enhancing the protective performance of the protection mechanism.

It should be understood that the above general description and the following detailed description are only exemplary and explanatory, and cannot limit the application.

Description of the drawings

In order to explain the technical solutions of the embodiments of the present application more clearly, the following will briefly introduce the drawings used in the description of the embodiments. Obviously, the drawings in the following description are some embodiments of the present application. Ordinary technicians can obtain other drawings based on these drawings without creative work.

Figure 1 is a schematic structural diagram of a protection mechanism provided by this application;

Figure 2 is a partial enlarged schematic diagram of Figure 1 at A;

Fig. 3 is a partial enlarged schematic diagram of Fig. 1 at B;

FIG. 4 is a schematic diagram of the structure of the protection mechanism in FIG. 1;

FIG. 5 is a schematic diagram of the structure of the protection mechanism in FIG. 1;

Fig. 6 is a schematic structural diagram of the protection mechanism in Fig. 1;

FIG. 7 is a schematic diagram of the structure of the protection mechanism in FIG. 1;

Figure 8 is a schematic cross-sectional view of the protection mechanism in Figure 1;

9 is a schematic cross-sectional view of the protection mechanism in FIG. 1;

Fig. 10 is a partial structural diagram of the outer frame of the cover in Fig. 1;

Fig. 11 is a schematic structural diagram of an aircraft provided by the present application.

Description of reference signs:

100. Protection agencies;

10. The outer frame of the cover; 10a, the first side; 10b, the second side; 10c, the third side; 11, the buckle; 12, the card slot; 13, the first arc transition section;

20. Fixing seat; 21. Buckle structure; 211. Card holder; 212. Buckle cover; 22. Mounting groove;

30. Connecting bone; 31. Pre-deformation part; 311. Second arc transition section; 32. Support part;

200. Aircraft; 201. Rotor; 202. Rotary arm.

Detailed ways

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

In the description of this application, it should be understood that the terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", " "Back", "Left", "Right", "Vertical", "Horizontal", "Top", "Bottom", "Inner", "Outer", "Clockwise", "Counterclockwise" and other directions or The positional relationship is based on the orientation or positional relationship shown in the drawings, and is only for the convenience of describing the application and simplifying the description, and does not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, Therefore, it cannot be understood as a restriction on this application. In addition, the terms "first" and "second" are only used for descriptive purposes, and cannot be understood as indicating or implying relative importance or implicitly indicating the number of indicated technical features. Therefore, the features defined with “first” and “second” may explicitly or implicitly include one or more of the features. In the description of the present application, "multiple" means two or more than two, unless otherwise specifically defined.

The rotor protection mechanism of the present application is used to protect the rotor of an aircraft, and avoid damage to the rotor caused by the aircraft touching various buildings, branches or other objects during flight. Generally, an aircraft includes a main body and a plurality of rotating arms fixedly connected to the main body. A rotor driven by a motor to rotate at a high speed is installed on the rotating arm, so that the aircraft can drive the aircraft to fly with the reaction force of the airflow generated by the high-speed rotation of the rotor.

However, the aircraft will inevitably touch various buildings, branches or other objects during the flight. In order to solve this problem, a protective cover is usually added to the outer side of the rotor to cover the rotor as a whole, so as to protect the rotor.

The current protective cover usually adopts the plastic processing, which can not only avoid the shrinkage of the protective cover during the injection molding process, but also make the wall thickness of the protective cover more uniform. However, such a molding process not only reduces the strength and Rigidity, the protection of the blade is extremely limited, and it is also not conducive to the appearance design of the protective cover.

As shown in Figures 1 to 11, according to the first aspect of the present application, the present application provides a rotor protection mechanism 100 for protecting a rotor 201 of an aircraft 200. The protection mechanism 100 includes a cover outer frame 10, a fixing seat 20, and A plurality of connecting bones 30, wherein each connecting bone 30 extends along the fixing base 20 and is bent obliquely to form a pre-deformed portion 31. The outer frame 10 of the cover is disposed on the pre-deformed portion 31 and rotates between the fixed base 20 and the aircraft 200 After the arm 202 is fixedly connected, the cover outer frame 10 can be located on the outer side of part of the rotor 201 to protect the rotor 201 from being impacted by foreign objects or not actively impacting foreign objects in a specific direction, and the pre-deformed portion 31 can be deformed during a collision. , In order to absorb the impact energy when the cover outer frame 10 collides.

In this embodiment, as shown in FIGS. 8 to 10, the cross-section of the outer frame 10 of the cover is a solid structure, so that the outer frame 10 of the cover can be directly molded by an injection molding process, and no other subsequent processes are required, let alone a plastic drawing. The treatment reduces the manufacturing cost of the cover outer frame 10; it also improves the overall strength and rigidity of the cover outer frame 10, prolongs the service life of the cover outer frame 10, and solves the problem of poor impact resistance of the cover outer frame 10.

Specifically, the cover outer frame 10 can be optimized through mold design, increase the injection pressure of the cover outer frame 10, accelerate the injection speed of the cover outer frame 10, increase the mold temperature of the mold, or increase the pressure holding time after the cover outer frame 10 is formed. Molding is performed, wherein the optimized design of the mold may include the design of the mold runner or the increase of the glue point, etc., which is not limited in this application.

After adopting the above technical solutions, after experimenting with the solid structure of the outer frame 10 and the outer frame of the plastic, the performance of the solid structure of the outer frame 10 is significantly better than that of the outer frame of the plastic, for example, When the speed of the aircraft 200 is in the range of 3m/s to 4m/s for a forward or side collision, the solid structure of the housing frame 10 can not only ensure that the entire aircraft 200 is not damaged, but also the housing frame 10 will not be impacted. It is damaged, and the protective cover is obviously broken after the rubber is pulled out, or the rotor 201 seriously interferes with the cover frame; among them, the solid structure of the cover frame 10 can only be carried out when the speed of the aircraft 200 is not less than 5m/s. In the collision experiment, the rotor 201 interferes with the outer frame of the cover, and the rotor 201 interferes slightly with the outer frame of the cover in the range of 2m/s to 4m/s.

In an alternative embodiment, as shown in FIGS. 8 to 10, the cross-sectional width of the cover outer frame 10 gradually decreases from one side to the other side, for example, from the outer side of the cover outer frame to the inner side of the cover outer frame. The reduction can not only avoid shrinkage of the cover outer frame 10 during the injection molding process, but also reduce the overall weight of the cover outer frame 10.

Specifically, as shown in FIG. 10, the cross section of the outer frame 10 of the cover includes a first side 10a, a second side 10b, and a third side 10c that are connected end to end. The three sides 10c enclose a closed figure, wherein the two ends of the third side 10c are respectively connected to the first side 10a and the second side 10b, and the middle part of the third side 10c is recessed inward to make the first side 10c The three sides 10c form an arc structure, which can not only ensure the overall aesthetics of the outer frame 10 of the cover, but also reduce the weight of the outer frame 10 of the cover.

In this embodiment, the first side 10a and the second side 10b, the second side 10b and the third side 10c, the third side 10c and the first side 10a are connected by rounded corners to form Beautiful structure, which can improve the user's touch.

Exemplarily, both the first side 10a and the second side 10b are substantially straight, with equal lengths and symmetrically distributed.

Exemplarily, after the protection mechanism 100 is installed on the drone, the side corresponding to the first side 10a is the side of the outer frame 10 away from the rotor, and the side corresponding to the third side 10c is the side of the outer frame 10 close to the rotor. .

Exemplarily, the first line between the middle of the third side 10c and one point of the second side 10d is parallel to the first side 10a, and the length of the first line is approximately the length of the first side 10a Half.

In an alternative embodiment, as shown in FIGS. 1 to 10, the thickness of each connecting bone 30 gradually increases from the middle to both ends to ensure the reliability of the connection between the connecting bone 30 and the outer frame 10 and the fixing seat 20. At the same time, the weight of the connecting bone 30 can be reduced.

Specifically, the cross-section of the connecting bone 30 is also a solid structure, and its thickness near the two ends of the outer frame 10 and the fixing seat 20 gradually decreases toward the middle, so that the connecting bone 30 can resist the resistance of the connecting bone 30 with a small increase in weight. The torsion, bending, compression, tensile and shear strengths can all be greatly improved, and the service life of the connecting bone 30 can be prolonged.

In another embodiment, the connecting bone 30 includes a first segment, a middle segment, and a second segment that are connected in sequence. The first segment is connected to the outer frame 10 of the cover, the second segment is connected to the fixing seat 20, and the first The thickness of the section and the second section are both greater than the thickness of the middle section.

After adopting the above technical solution, since the cover outer frame 10 and the connecting bone 30 adopt solid design structures, it can not only reduce the production process of the protection mechanism 100 that needs to go through multiple processes in the processing process, for example, in the prior art, the protection mechanism The appearance surface of 100 is glued out, which can leave enough safety space for subsequent processes to ensure production feasibility; or the protection mechanism 100 is divided into a hollow structure and then spliced. The splicing method includes ultrasonic welding or Adhesive, etc., not only cannot guarantee the aesthetics of the overall appearance of the protection mechanism 100, but also is difficult to produce, which is not conducive to the mass production of the protection mechanism 100, and it is easy to crack at the welding or glue position. The strength of the protection mechanism 100 is as good as The stiffness is low.

In an alternative embodiment, the cover outer frame 10, the fixing seat 20 and the connecting bone 30 are integrally molded by injection molding, which simplifies the process of the protection mechanism 100 and improves the production efficiency of the protection mechanism 100 and the yield of the protection mechanism 100.

In an alternative embodiment, a first arc transition section 13 is provided between the cover outer frame 10 and the connecting bone 30, which improves the reliability of the connection between the cover outer frame 10 and the connecting bone 30, and also achieves the elimination of concentrated stress. Effect.

Specifically, the above-mentioned first arc transition section 13 is provided on both sides of the connection between the cover outer frame 10 and the connecting bone 30, and the thickness of the first arc transition section 13 is the same as that of the cover outer frame 10 or the connecting bone 30 at this position. The wall thicknesses are approximately equal, which not only facilitates the design of the mold runner, but also avoids the problem of stress concentration at the connection between the cover outer frame 10 and the connecting bone 30 of the protective mechanism 100.

In an alternative embodiment, the connecting bone 30 extends outward along the fixing base 20 to form a supporting portion 32, wherein the supporting portion 32 is connected to the outer frame 10 of the cover through the pre-deformed portion 31 to provide a supporting connection.

Specifically, as shown in Figs. 1 to 11, taking the aircraft 200 normally placed in the present application as an example, the vertical direction of the aircraft 200 refers to the top end of the aircraft 200 to the bottom end of the aircraft 200, where the rotor 201 is installed Above the rotating arm 202, the connecting bone 30 extends outward from the fixing base 20 and is bent upwardly. In this embodiment, the support portion 32 and the pre-deformation portion 31 have a pre-deformation angle due to the upward inclination.

In one embodiment, the support portion 32 is linear, the pre-deformation portion 31 is curvilinear, and the pre-deformation angle is the angle between the middle tangent of the pre-deformation portion 31 and the support portion 32; or the support portion 32 and the pre-deformation portion 31 are both It is linear, and the pre-deformation angle is the angle formed by the intersection of the support portion 32 and the pre-deformation portion 31, where the pre-deformation angle is greater than 90 degrees, so that the protection mechanism 100 is installed on the swing arm 202, and the rotor 201 can fall completely The outer frame 10 of the cover forms a protective space to avoid interference with the outer frame 10 of the cover.

In an alternative embodiment, a second arc transition section 311 is provided between the supporting portion 32 and the pre-deformed portion 31, which not only ensures the beauty of the protective mechanism 100 at the connection position of the supporting portion 32 and the pre-deformed portion 31, but also It can also eliminate the stress concentration of the connecting bone 30 at the connecting position of the supporting part 32 and the pre-deformed part 31, and at the same time, it can also correct the deformation of the protection mechanism 100 due to stress concentration after injection molding, and prevent the protection mechanism 100 from appearing after production. problem.

It should be noted that the pre-deformation angle can be set according to the actual situation, or simulation software can be used to simulate and analyze the protection mechanism 100 during the injection molding process. The analysis can be performed through parameters such as the length of the connecting bone 30 and the width of the outer frame 10, Thus, the approximate range of the pre-deformation angle can be obtained.

In an alternative embodiment, the cover outer frame 10 has an arc-shaped structure, and the number of connecting bones 30 is two. One ends of the two connecting bones 30 are respectively connected to both ends of the cover outer frame 10, and the two connecting bones 30 The other end is connected with the fixing base 20 to realize the connection between the outer frame 10 of the cover and the fixing base 20.

Specifically, the radius of the inner arc surface of the cover outer frame 10 is adapted to the rotation radius of the rotor 201, so that the cover outer frame 10 can cover the entire rotor 201, so that the rotor 201 can be better protected.

It should be noted that the outer frame 10 of the cover can also have a broken line structure or other shapes and combinations, and the number of connecting bones 30 and the position of the connection can also be set according to actual conditions, and this application is not limited.

In an alternative embodiment, the fixing base 20 includes a mounting groove 22, which is used to sleeve the tripod 203 on the rotating arm 202, so that the fixing base 20 can be detachably mounted on the rotating arm 202 through the mounting groove 22 At the same time, it can also play a role in positioning.

Specifically, the fixing base 20 further includes a buckle structure 21. The buckle structure 21 includes a buckle cover 212 and a holder 211 connected to the connecting bone 30. The holder 211 cooperates with the buckle cover 212 to fix the holder 20 on Rotative arm 202 on.

Wherein, the mounting groove 22 is provided on the side of the holder 211 facing the connecting bone 30, and its position corresponds to the position of the tripod 203 on the rotating arm 202. In this embodiment, the shape and size of the mounting groove 22 correspond to the shape of the tripod 203. For example, the tripod 203 is cylindrical, and the shape of the mounting groove 22 may be a circular hole, and the diameter of the circular hole is slightly larger than the diameter of the cylinder. Or the tripod 203 has other irregular shapes, and the mounting groove 22 can also be an irregular shape that matches the tripod 203, and so on. After the protection mechanism 100 is installed in the aircraft 200, the installation slot 22 is first inserted through the tripod 203, and then the holder 211 is installed on the lower end of the swing arm 202, and finally the buckle cover 212 is buckled on the holder 211 to realize the fixation. The fixed connection between the seat 20 and the swing arm 202 makes the protection mechanism 100 and the aircraft 200 form an integral body.

In an alternative embodiment, the maximum width of the cover outer frame 10 is in the range of 4 mm to 6 mm, so that the risk of shrinkage of the cover outer frame 10 during the molding process can be reduced.

In addition, in order to avoid the risk of shrinkage of the protection mechanism 100 during the molding process, this application uses the injection molding machine with the largest tonnage to mold the protection mechanism 100, which also increases the injection pressure of the protection mechanism 100 and speeds up the injection speed of the protection mechanism 100. In addition, the pressure holding time of the protection mechanism 100 is added, and the glue point is even added at the thicker position of the protection mechanism 100.

After adopting the above technical solutions, not only the strength and rigidity of the protection mechanism 100 are improved, but the rotor 201 can be effectively protected; at the same time, the overall aesthetics of the protection mechanism 100 is ensured, and the risk of shrinkage of the protection mechanism 100 during the molding process is avoided. For example, the protective mechanism 100 usually exhibits a recessed shrinkage phenomenon at a position where the connecting bone 30 is close to the two ends of the cover outer frame 10 or the fixing seat 20. Or, the outer frame 10 of the cover forms a circular hole at the joint with the connecting bone 30.

In an alternative embodiment, the cover frame 10 includes a concave arc surface, which is formed by the side of the cover frame 10 close to the rotor after being installed on the aircraft, wherein the cross section of the cover frame at the position of the concave arc surface The width L2 is approximately equal to half of the maximum cross-sectional width L1 of the cover outer frame, so as to ensure that the cover outer frame 10 does not shrink during the molding process, and it can also reduce the overall weight of the cover outer frame 10 to avoid adding too much to the aircraft 200 Much load.

Among them, the maximum cross-sectional width L1 refers to the farthest distance from the connection point of the second side 10b and the third side 10c to the first side 10a, and the cross-sectional width L2 at the position of the concave arc surface refers to the third side 10c. The distance from the midpoint of the concave arc surface to the midpoint of the first side 10a.

After adopting this technical solution, the reliability of the protection of the cover frame 10 can also be maximized. For example, when the aircraft 200 encounters an impact in different directions, because the upper end or outer side of the cover frame 10 has a relatively wide width, it can absorb a certain amount of The energy is then transferred to the pre-deformed portion 31, and the elastic deformation of the pre-deformed portion 31 absorbs the energy, reducing the destructiveness of impact, thereby improving the safety performance of the aircraft 200. In an alternative embodiment, the number of protection mechanisms 100 installed on the aircraft 200 can be designed according to the number of rotors 201 on the aircraft 200. Taking a four-wing aircraft as an example, the four protection mechanisms 100 are arranged in groups of two, respectively, on the four wings. On both sides of the aircraft, the two protection mechanisms 100 on the same side of the four-wing aircraft can be connected to each other by a connecting structure.

In this embodiment, the connection structure includes a buckle 11 and a buckle 12, the buckle 12 is provided at one end of one of the protection mechanisms 100, the buckle 11 is provided at an end of the other protection mechanism 100, and the two protection mechanisms 100 The buckle 11 and the buckle 12 are connected into a whole by the buckle connection.

It should be noted that the connection structure can also be other connection methods, such as magnetic attraction or partial interference fit of the shaft hole, etc.; or the two protection mechanisms 100 can be an integrated design structure, which is not limited in this application.

As shown in Figures 1 to 11, according to a second aspect of the present application, the present application provides an aircraft, including a main body 200, a plurality of rotating arms 202 fixedly connected to the main body 200, and a protection mechanism 100, wherein the upper end of the rotating arm 202 The rotor 201 is provided, and the lower end of the rotor 201 is provided with a foot stand 203. The protection mechanism 100 is installed on the rotor arm 202 through the fixing seat 20 so that the cover body 10 can be arranged on the outer side of the rotor 201 to form a protective space.

Specifically, the number of the rotating arms 202 is four, and the four rotating arms 202 are arranged on both sides of the main body 200 in pairs, respectively, and the protection mechanisms 100 on the same side of the main body 200 are connected to each other to form an integral support.

In an alternative embodiment, the protection mechanism 100 includes a cover outer frame 10, a fixing seat 20, and a plurality of connecting bones 30, wherein each connecting bone 30 extends along the fixing seat 20 and is inclined and bent to form a pre-deformed portion 31, The cover outer frame 10 is arranged on the pre-deformed part 31. After the fixed seat 20 is fixedly connected to the rotating arm 202 of the aircraft 200, the cover outer frame 10 can be located on the outer side of a part of the rotor 201 to protect the rotor 201 from being in a specific direction. When impacted by a foreign object or not actively impacting a foreign object, the pre-deformed portion 31 can be deformed during the collision to absorb the impact energy when the cover outer frame 10 collides.

In this embodiment, the cross-section of the cover outer frame 10 is a solid structure, so that the cover outer frame 10 can be directly molded by an injection molding process, and no other subsequent processes are required, let alone a glue-out treatment, which reduces the size of the cover outer frame 10 Manufacturing cost; and it also improves the overall strength and rigidity of the cover outer frame 10, prolongs the service life of the cover outer frame 10, and solves the problem of poor impact resistance of the cover outer frame 10.

In an alternative embodiment, the cross-sectional width of the cover outer frame 10 gradually decreases from one side to the other side, for example, gradually decreases from the outside of the cover outer frame to the inside of the cover outer frame, which can not only avoid the cover The outer frame 10 shrinks during the injection molding process, and at the same time, the overall weight of the outer frame 10 can be reduced.

Specifically, as shown in FIG. 10, the cross-section of the outer frame 10 of the cover includes a first side 10a, a second side 10b, and a third side 10c that are connected to each other, the first side 10a, the second side 10b, and the first side 10c. The three sides 10c enclose a closed figure, wherein the two ends of the third side 10c are respectively connected to the first side 10a and the second side 10b, and the middle part of the third side 10c is recessed inward to make the first side 10c The three sides 10c form an arc structure, which can not only ensure the overall aesthetics of the outer frame 10 of the cover, but also reduce the weight of the outer frame 10 of the cover.

Exemplarily, the first line between the middle of the third side 10c and one point of the second side 10d is parallel to the first side 10a, and the length of the first line is approximately the length of the first side 10a Half. In an alternative embodiment, as shown in FIGS. 1 to 10, the thickness of each connecting bone 30 gradually increases from the middle to both ends to ensure the reliability of the connection between the connecting bone 30 and the outer frame 10 and the fixing seat 20. At the same time, the weight of the connecting bone 30 can be reduced.

Specifically, taking the aircraft 200 normally placed in the present application as an example, the up-and-down direction of the aircraft 200 refers to the top end of the aircraft 200 to the bottom end of the aircraft 200, wherein the rotor 201 is installed just above the rotary arm 202 and connects the bones. 30 extends outward from the fixing base 20 and is bent upwardly. In this embodiment, the support portion 32 and the pre-deformation portion 31 have a pre-deformation angle due to the upward inclination.

Wherein, the mounting groove 22 is provided on the side of the holder 211 facing the connecting bone 30, and its position corresponds to the position of the tripod 203 on the rotating arm 202. In this embodiment, the shape and size of the mounting groove 22 are the same as those of the tripod 203. For example, the tripod 203 is cylindrical, and the shape of the mounting slot 22 can be a circular hole, and the diameter of the circular hole is slightly larger than the diameter of the cylinder; or the tripod 203 has other irregular shapes, and the mounting slot 22 can also be It is an irregular shape that matches the tripod 203 and so on. After the protection mechanism 100 is installed in the aircraft 200, the installation slot 22 is first inserted through the tripod 203, and then the holder 211 is installed on the lower end of the swing arm 202, and finally the buckle cover 212 is buckled on the holder 211 to realize the fixation. The fixed connection of the seat 20 and the swing arm 202 makes the protection mechanism 100 and the aircraft 200 form an integral body.

After adopting the above technical solutions, not only the strength and rigidity of the protection mechanism 100 are improved, but the rotor 201 can be effectively protected; at the same time, the overall aesthetics of the protection mechanism 100 is ensured, and the risk of shrinkage of the protection mechanism 100 during the molding process is avoided. For example, in the existing design of the protection mechanism 100, a recessed shrinkage phenomenon usually occurs at a position where the connecting bone 30 is close to the two ends of the cover outer frame 10 or the fixing seat 20.

In an alternative embodiment, the cover outer frame 10 includes a concave arc surface, wherein the cross-sectional width L2 of the cover outer frame at the position of the concave arc surface is approximately equal to half of the maximum cross-sectional width L1 of the cover outer frame, so as to ensure the cover The outer frame 10 does not shrink during the molding process, and the overall weight of the outer frame 10 can be reduced, and excessive load on the aircraft 200 can be avoided.

After adopting this technical solution, the reliability of the protection of the cover frame 10 can also be maximized. For example, when the aircraft 200 encounters an impact in different directions, because the upper end or outer side of the cover frame 10 has a relatively wide width, it can absorb a certain amount of The energy is then transferred to the pre-deformed portion 31, and the elastic deformation of the pre-deformed portion 31 absorbs the energy, reducing the destructiveness of impact, thereby improving the safety performance of the aircraft 200.

In the description of this application, it should be noted that the terms "installation", "connection", and "connection" should be understood in a broad sense, unless otherwise clearly specified and limited. For example, it can be a fixed connection or a detachable connection. Connect, or connect in one piece. 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 a communication between two elements or an interaction relationship between two elements. For those of ordinary skill in the art, the specific meanings of the above-mentioned terms in this application can be understood according to specific circumstances.

In this application, unless expressly stipulated and defined otherwise, the "on" or "under" of the first feature of the second feature may include direct contact between the first and second features, or may include the first and second features Not in direct contact but through other features between them. Moreover, the "above", "above" and "above" of the first feature on the second feature include the first feature directly above and obliquely above the second feature, or it simply means that the first feature is higher in level than the second feature. The “below”, “below” and “below” of the second feature of the first feature include the first feature directly below and obliquely below the second feature, or it simply means that the level of the first feature is smaller than the second feature.

The above disclosure provides many different embodiments or examples for realizing different structures of the present application. In order to simplify the disclosure of the present application, the components and settings of specific examples are described above. Of course, they are only examples, and are not intended to limit the application. In addition, the present application may repeat reference numerals and/or reference letters in different examples, and this repetition is for the purpose of simplification and clarity, and does not indicate the relationship between the various embodiments and/or settings discussed. In addition, this application provides examples of various specific processes and materials, but those of ordinary skill in the art may be aware of the application of other processes and/or the use of other materials.

In the description of this specification, the description with reference to the terms “one embodiment”, “some embodiments”, “exemplary embodiments”, “examples”, “specific examples”, or “some examples” etc. means to combine the embodiments The specific features, structures, materials, or characteristics described by the examples are included in at least one embodiment or example of the present application. In this specification, the schematic representation of the above-mentioned terms does not necessarily refer to the same embodiment or example. Moreover, the described specific features, structures, materials or characteristics can be combined in any one or more embodiments or examples in a suitable manner.

Although the embodiments of the present application have been shown and described, those of ordinary skill in the art can understand that various changes, modifications, substitutions and modifications can be made to these embodiments without departing from the principle and purpose of the present application. The scope of the application is defined by the claims and their equivalents.

Claims

A rotor protection mechanism for protecting a rotor of an aircraft, characterized in that it comprises:

The outer frame of the cover is arranged on the outer side of part of the rotor;

Fixed seat, used for fixed connection with the arm of the aircraft;

A plurality of connecting bones, the two ends of each connecting bone are respectively fixedly connected with the outer frame of the cover and the fixing seat;

Wherein, the cross section of the outer frame of the cover is a solid structure.
The protection mechanism according to claim 1, wherein each of the connecting bones starts to extend from the fixing seat and is inclined and bent when approaching the outer frame of the cover to form a pre-deformed portion, and the outer frame of the cover It is arranged on the pre-deformation part.
The protection mechanism according to claim 1, wherein the cross-sectional width of the outer frame of the cover gradually decreases from one side to the other side.
The protection mechanism according to claim 1, wherein the outer side of the cover outer frame gradually decreases toward the inner side of the cover outer frame.
The protection mechanism according to claim 1, wherein the cross section of the outer frame of the cover includes a first side, a second side, and a third side that are connected end to end, and the first side, the second side The border and the third side border form a closed figure.
The protection mechanism according to claim 5, wherein two ends of the third side are connected to the first side and the second side respectively.
The protection mechanism according to claim 6, wherein the middle portion of the third side is recessed inward, so that the third side forms an arc structure.
The protection mechanism according to claim 6, wherein the first side and the second side, the second side and the third side, the third side and the first side Connected by rounded corners.
7. The protection mechanism according to claim 6, wherein the first side and the second side are both substantially linear.
7. The protection mechanism according to claim 6, wherein the length of the first side and the second side are approximately the same.
The protection mechanism according to claim 6, wherein the first side and the second side are symmetrically distributed.
7. The protection mechanism according to claim 6, wherein the first line connecting the middle part of the third side edge and one point of the second side edge is parallel to the first side edge.
The protection mechanism according to claim 12, wherein the length of the first wire is approximately one-half of the length of the first side.
The protection mechanism according to claim 1, wherein the thickness of each connecting bone gradually increases from the middle to the two ends.
The protection mechanism according to claim 1, wherein the thickness of each of the connecting bones near the outer frame of the cover and the two ends of the fixing seat gradually decreases toward the middle.
The protection mechanism according to claim 14 or 15, wherein the cross section of each connecting bone is a solid structure.
The protection mechanism according to claim 1, wherein the connecting bone includes a first section, a middle section, and a second section that are connected in sequence, and the first section is connected to the outer frame of the cover, so The second section is connected with the fixing base.
The protection mechanism according to claim 17, wherein the thickness of the first section and the second section are both greater than the thickness of the middle section.
The protection mechanism according to claim 1, wherein the outer frame of the cover, the fixing seat and the connecting bone are formed by integral injection molding.
The protection mechanism according to claim 1, wherein a first arc transition section is provided between the outer frame of the cover and the connecting bone.
The protection mechanism according to claim 20, wherein the thickness of the first arc transition section is approximately equal to the wall thickness of the outer frame of the cover or the connecting bone at that position.
The protection mechanism according to claim 2, wherein the connecting bone extends outward from the fixing seat to form a supporting part, and the supporting part is connected to the outer frame of the cover through the pre-deformed part.
The protection mechanism according to claim 22, wherein the supporting portion and the pre-deformation portion have a pre-deformation angle due to the upward inclination.
The protection mechanism of claim 23, wherein the support portion is linear, the pre-deformation portion is curvilinear, and the pre-deformation angle is a tangent to the middle of the pre-deformation portion and the support portion The included angle; or,

The support portion and the pre-deformation portion are both linear, and the pre-deformation angle is the angle formed by the intersection of the support portion and the pre-deformation portion.
The protection mechanism according to claim 22, wherein a second arc transition section is provided between the support part and the Siping pre-deformation part.
The protection mechanism according to claim 1, wherein the outer frame of the cover has an arc structure.
The protection mechanism according to claim 26, wherein the number of the connecting bones is two, and one ends of the two connecting bones are respectively connected to both ends of the outer frame of the cover, and the two connecting bones are The other end of the bone is connected with the fixing seat.
The protection mechanism according to claim 26, wherein the radius of the arc surface on the inner side of the outer frame of the cover is adapted to the radius of rotation of the rotor.
The protection mechanism according to claim 1, wherein the outer frame of the cover has a broken line structure.
The protection mechanism according to claim 1, wherein the fixing seat comprises:

The mounting groove is used for the tripod sleeved on the swing arm; and/or,

The buckle structure includes a buckle cover and a card holder connected to the connecting bone, and the card holder cooperates with the buckle cover to fix the fixing seat on the rotating arm.
The protection mechanism according to any one of claims 1 to 30, wherein the maximum cross-sectional width of the outer frame of the cover is in the range of 4 mm to 6 mm.
The protection mechanism according to claim 31, wherein the outer frame of the cover comprises a concave arc surface, and the cross-sectional width of the outer frame of the cover at the position of the concave arc is approximately equal to the maximum of the outer frame of the cover. Half the width of the section.
An aircraft, characterized in that it comprises

main body;

A plurality of spiral arms fixedly connected to the main body, the spiral arms are provided with rotor wings; and

A protection mechanism is installed on the rotating arm, so that the outer frame of the cover can be arranged on the outer side of the rotating wing to form a protection space.

Wherein, the protection mechanism includes a cover outer frame, a fixing seat and a plurality of connecting bones, the cover outer frame is arranged on the outer side of a part of the rotor; the fixing seat is used for fixed connection with the rotating arm of the aircraft; The two ends of the connecting bone are respectively fixedly connected with the outer frame of the cover and the fixing seat; wherein the cross section of the outer frame of the cover is a solid structure.
The aircraft according to claim 33, wherein each of the connecting bones starts to extend from the fixing seat and is inclined and bent when approaching the outer frame of the cover to form a pre-deformed part, and the outer frame of the cover is arranged On the pre-deformed part.
The aircraft according to claim 33, wherein the cross-sectional width of the outer frame of the cover gradually decreases from one side to the other side.
The aircraft according to claim 33, wherein the outer side of the outer frame of the cover gradually decreases toward the inner side of the outer frame of the cover.
The aircraft according to claim 33, wherein the cross section of the outer frame of the cover includes a first side, a second side, and a third side that are connected end to end, and the first side, the second side It forms a closed figure with the third side border.
The aircraft according to claim 37, wherein both ends of the third side are connected to the first side and the second side, respectively.
The aircraft according to claim 38, wherein the middle portion of the third side is recessed inward, so that the third side forms an arc structure.
The aircraft according to claim 38, wherein the first side and the second side, the second side and the third side, the third side and the first side Connected by rounded corners.
The aircraft according to claim 38, wherein the first side and the second side are both substantially linear.
The aircraft according to claim 38, wherein the lengths of the first side and the second side are substantially equal.
The aircraft according to claim 38, wherein the first side and the second side are symmetrically distributed.
The aircraft according to claim 38, wherein the first line connecting the middle portion of the third side edge and a point of the second side edge is parallel to the first side edge.
The aircraft according to claim 44, wherein the length of the first connecting line is approximately one-half of the length of the first side edge.
The aircraft according to claim 33, wherein the thickness of each of the connecting bones gradually increases from the middle to the two ends.
The aircraft according to claim 33, wherein the thickness of each of the connecting bones near the outer frame of the cover and the two ends of the fixing seat gradually decreases toward the middle.
The aircraft according to claim 46 or 47, wherein the cross section of each connecting bone is a solid structure.
The aircraft according to claim 33, wherein the connecting bone includes a first section, a middle section, and a second section that are connected in sequence, and the first section is connected to the outer frame of the cover, and the The second section is connected with the fixing base.
The aircraft according to claim 49, wherein the thickness of the first section and the second section are both greater than the thickness of the middle section.
The aircraft according to claim 33, wherein the outer frame of the cover, the fixing seat and the connecting bone are integrally molded by injection molding.
The aircraft according to claim 33, wherein a first arc transition section is provided between the outer frame of the cover and the connecting bone.
The aircraft according to claim 52, wherein the thickness of the first arc transition section is substantially equal to the wall thickness of the outer frame of the cover or the connecting bone at that position.
The aircraft according to claim 53, wherein the connecting bone extends outward from the fixing base to form a supporting portion, and the supporting portion is connected to the outer frame of the cover through the pre-deformed portion.
The aircraft according to claim 54, characterized in that there is a pre-deformation angle between the support part and the pre-deformation part due to the upward inclination.
The aircraft according to claim 55, wherein the support portion is linear, the pre-deformation portion is curvilinear, and the pre-deformation angle is a tangent between a middle tangent of the pre-deformation portion and the support portion. Angle; or,

The support portion and the pre-deformation portion are both linear, and the pre-deformation angle is the angle formed by the intersection of the support portion and the pre-deformation portion.
The aircraft according to claim 54, wherein a second arc transition section is provided between the support part and the Siping pre-deformation part.
The aircraft according to claim 33, wherein the outer frame of the cover has an arc structure.
The aircraft according to claim 58, wherein the number of the connecting bones is two, and one end of the two connecting bones is respectively connected to both ends of the outer frame of the cover, and the two connecting bones The other end is connected with the fixing base.
The aircraft according to claim 58, wherein the radius of the arc surface on the inner side of the outer frame of the cover is adapted to the radius of rotation of the rotor.
The aircraft according to claim 33, wherein the outer frame of the cover has a broken line structure.
The aircraft according to claim 33, wherein the fixed seat comprises:

The mounting groove is used for the tripod sleeved on the swing arm; and/or,

The buckle structure includes a buckle cover and a card holder connected to the connecting bone, and the card holder cooperates with the buckle cover to fix the fixing seat on the rotating arm.
The aircraft according to any one of claims 33 to 62, wherein the maximum cross-sectional width of the outer frame of the cover is in the range of 4 mm to 6 mm.
The protection mechanism according to claim 63, wherein the outer frame of the cover comprises a concave arc surface, and the cross-sectional width of the outer frame of the cover at the position of the concave arc is approximately equal to the maximum of the outer frame of the cover. Half the width of the section.
The aircraft according to claim 33, wherein the number of the spiral arms is four, and the four spiral arms are arranged in two groups on both sides of the main body, and are located on the same side of the main body. The protection mechanisms are interconnected.
The aircraft according to claim 65, wherein the two protection mechanisms are connected to each other by a connecting structure, and the connecting structure comprises:

The card slot is provided at one end of one of the protection mechanisms; and

The buckle is arranged at one end of the other protection mechanism, and the buckle is connected to the card slot in a buckle.