CN113148126A

CN113148126A - Aircraft with a flight control device

Info

Publication number: CN113148126A
Application number: CN202110298165.1A
Authority: CN
Inventors: 刘振锐; 杨余
Original assignee: Guangzhou Xaircraft Technology Co Ltd
Current assignee: Guangzhou Xaircraft Technology Co Ltd
Priority date: 2021-03-19
Filing date: 2021-03-19
Publication date: 2021-07-23

Abstract

The embodiment of the invention provides an aircraft, and relates to the technical field of aircraft. This aircraft includes fuselage and functional module, and functional module is rotatable for the fuselage, and like this, when the aircraft receives the wind, when the fuselage takes place to incline, because this functional module can rotate for the fuselage, this kind of rotation can be balanced the interference of wind to stabilize the gesture of aircraft, this aircraft can effectively improve the wind resistance. Simultaneously, this functional module possesses the partial function of aircraft itself, and this functional module possesses two kinds of effects at least, promptly, through rotating the gesture that realizes stabilizing the aircraft for the fuselage to and the partial function of integrated aircraft, like this, on the whole, the integrated level of aircraft is higher, and the wind resistance is stronger.

Description

Aircraft with a flight control device

Technical Field

The invention relates to the technical field of aircrafts, in particular to an aircraft.

Background

At present aircraft ubiquitous wind resistance problem to many rotor unmanned aerial vehicle are for example, receive the gust when blowing when many rotor unmanned aerial vehicle is in the air, and the fuselage often can be followed the direction that wind blown and produced the slope, and the fuselage gesture is difficult to stabilize, seriously influences unmanned aerial vehicle's flight safety.

In the prior art, a better mode for effectively improving the wind resistance of an aircraft is not available.

Disclosure of Invention

The invention provides an aircraft, which can effectively improve the wind resistance of the aircraft.

Embodiments of the invention may be implemented as follows:

an embodiment of the present invention provides an aircraft, comprising:

a body; and

the functional module can rotate relative to the fuselage to stabilize the attitude of the aircraft when the fuselage is windy and inclined.

Optionally, the functional module includes one or more of a battery, a flight control device, a detection device, and an execution device.

Optionally, the functional module is damped with respect to rotation of the body.

Optionally, the aircraft further comprises an intermediate piece, the intermediate piece being rotatably connected to the fuselage, the functional module being rotatably connected to the intermediate piece.

Optionally, the middle piece is of an annular structure, and the functional module is located in the middle piece; and/or the presence of a gas in the gas,

the fuselage is the loop configuration, the middleware is located in the fuselage.

Optionally, the axis of the middle part rotating relative to the fuselage is a first axis, and the axis of the functional module rotating relative to the middle part is a second axis;

the first axis and the second axis are coplanar and distributed in an included angle.

Optionally, the first axis is perpendicular to the second axis.

Optionally, the aircraft further includes a first rotating shaft, two ends of the first rotating shaft are respectively connected with the middle part and the functional module, and the functional module is rotatably connected to the middle part through the first rotating shaft.

Optionally, the first shaft is provided with a first electrical connection, and the functional module is provided with a second electrical connection, the first electrical connection being electrically connected with the second electrical connection.

Optionally, a sliding block is disposed at an end of the first rotating shaft, the functional module is provided with a sliding slot, the first electrical connection part is disposed on the sliding block, and the second electrical connection part is disposed in the sliding slot; or the like, or, alternatively,

a sliding groove is formed in the end portion of the first rotating shaft, a sliding block is arranged on the functional module, the first electric connection portion is arranged in the sliding groove, and the second electric connection portion is arranged on the sliding block;

wherein, the slider is slidably disposed in the chute or separated from the chute.

Optionally, the first electrical connection portion includes a first positive conductive portion and a first negative conductive portion, and the first positive conductive portion and the first negative conductive portion are distributed on two opposite sides of the slider.

Optionally, the first positive electrode conductive part and the first negative electrode conductive part are distributed in a staggered manner.

Optionally, the sliding groove is provided with a stop wall for abutting against the sliding block to position the functional module.

Optionally, the number of the first rotating shafts is two, and the first rotating shafts are symmetrically distributed on two opposite sides of the functional module.

Optionally, the aircraft still includes the second pivot, the both ends of second pivot respectively with the middleware and the fuselage is connected, the middleware passes through the second pivot with rotationally connect in the fuselage.

Optionally, the first rotating shaft, the intermediate part, and the second rotating shaft are all hollow structures, and lines and/or pipelines are/is arranged in the first rotating shaft, the intermediate part, and the second rotating shaft;

one end of the circuit and/or the pipeline is connected with the functional module, and the other end of the pipeline extends to the machine body.

Optionally, the number of the second rotating shafts is two, and the second rotating shafts are symmetrically distributed on two opposite sides of the middle piece.

Optionally, the aircraft further comprises a first stop device, and/or a second stop device;

the first limiting device is used for limiting the rotation angle of the functional module relative to the middle piece;

the second limiting device is used for limiting the rotation angle of the middle piece relative to the machine body.

Optionally, the functional module is located in an intermediate position of the aircraft.

Optionally, the aircraft further comprises at least two arms, the at least two arms being evenly distributed around the circumference of the fuselage.

Optionally, the aircraft further comprises a plurality of rotor assemblies, one end of the horn being connected to the fuselage and the other end of the horn being connected to the rotor assemblies.

The beneficial effects of the aircraft of the embodiment of the invention include, for example:

this aircraft includes fuselage and functional module, and functional module is rotatable for the fuselage, and like this, when the aircraft receives the wind, when the fuselage takes place to incline, because this functional module can rotate for the fuselage, this kind of rotation can be balanced the interference of wind to stabilize the gesture of aircraft, this aircraft can effectively improve the wind resistance. Simultaneously, this functional module possesses the partial function of aircraft itself, and this functional module possesses two kinds of effects at least, promptly, through rotating the gesture that realizes stabilizing the aircraft for the fuselage to and the partial function of integrated aircraft, like this, on the whole, the integrated level of aircraft is higher, and the wind resistance is stronger.

Drawings

In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings that are required to be used in the embodiments will be briefly described below, it should be understood that the following drawings only illustrate some embodiments of the present invention and therefore should not be considered as limiting the scope, and for those skilled in the art, other related drawings can be obtained according to the drawings without inventive efforts.

FIG. 1 is a schematic illustration of an aircraft provided in accordance with an embodiment at a first perspective;

FIG. 2 is a schematic illustration of the present embodiment of an aircraft at a second perspective;

fig. 3 is a schematic diagram of the aircraft provided in this embodiment, in which the middleware and the functional module are to be matched;

FIG. 4 is a schematic diagram of the present embodiment illustrating a first perspective view of the middleware and its related components;

FIG. 5 is a schematic diagram of the present embodiment illustrating a second perspective view of the middleware and its related components;

FIG. 6 is a schematic diagram of the functional module of the present embodiment under a first viewing angle;

FIG. 7 is a diagram illustrating a functional module according to a second view angle provided in the present embodiment;

FIG. 8 is a schematic view of a first position-limiting device provided in the present embodiment;

fig. 9 is a schematic view of a second limiting device provided in the present embodiment.

Icon: 100-an aircraft; 10-a fuselage; 20-a functional module; 21-a second electrical connection; 211-a second positive conductive part; 212-a second negative conductive portion; 213-a second terminal; 22-a chute; 221-a stop wall; 30-an intermediate piece; 40-a first rotating shaft; 401-a first axis; 41-a first electrical connection; 411 — first positive conductive part; 412-a first negative conductive portion; 413 — a first terminal; 42-a slide block; 421-top wall; 50-a second rotating shaft; 501-second axis; 60-a first stop device; 61-a first limiting part; 62-a first limit groove; 70-a second stop device; 71-a second limiting part; 72-a second limit groove; 80-a horn; 90-rotor assembly.

Detailed Description

In order to make the objects, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are some, but not all, embodiments of the present invention. The components of embodiments of the present invention generally described and illustrated in the figures herein may be arranged and designed in a wide variety of different configurations.

Thus, the following detailed description of the embodiments of the present invention, presented in the figures, is not intended to limit the scope of the invention, as claimed, but is merely representative of selected embodiments of the invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.

It should be noted that: like reference numbers and letters refer to like items in the following figures, and thus, once an item is defined in one figure, it need not be further defined and explained in subsequent figures.

In the description of the present invention, it should be noted that if the terms "upper", "lower", "inside", "outside", etc. indicate an orientation or a positional relationship based on that shown in the drawings or that the product of the present invention is used as it is, this is only for convenience of description and simplification of the description, and it does not indicate or imply that the device or the element referred to must have a specific orientation, be constructed in a specific orientation, and be operated, and thus should not be construed as limiting the present invention.

Furthermore, the appearances of the terms "first," "second," and the like, if any, are used solely to distinguish one from another and are not to be construed as indicating or implying relative importance.

It should be noted that the features of the embodiments of the present invention may be combined with each other without conflict.

At present aircraft ubiquitous wind resistance problem to many rotor unmanned aerial vehicle are for example, receive the gust when blowing when many rotor unmanned aerial vehicle is in the air, and the fuselage often can be followed the direction that wind blown and produced the slope, and the fuselage gesture is difficult to stabilize, seriously influences unmanned aerial vehicle's flight safety. The conventional solution is to adjust the rotating speed of the propeller to balance the lift force generated by the propeller with the wind force of gust, so as to counteract the influence of the wind force and stabilize the attitude of the fuselage again. However, the lift generated by the propeller is limited, and when the wind force of the gust is large, the effect of the wind force cannot be offset by increasing the lift by increasing the rotation speed of the propeller alone. Meanwhile, the influence of wind power is counteracted by adjusting the rotating speed of the propellers, so that the lifting forces generated by the propellers are inconsistent, and the side effect of flying height reduction can be generated. In other related arts, there is no better way to effectively improve the wind resistance of an aircraft.

Referring to fig. 1-9, the present embodiment provides an aircraft 100, which can effectively improve the above-mentioned technical problems. When the aircraft 100 is blown by gust, violent wind, continuous wind and the like, the impact of the wind can be absorbed, the posture disturbance caused by the wind power is reduced, the posture of the aircraft 100 is stabilized, and the wind resistance of the aircraft 100 can be effectively improved.

With reference to fig. 1 and 2, the aircraft 100 is a multi-rotor drone, specifically a quad-rotor drone, but may also be a dual-rotor drone, a hexa-rotor drone or an octa-rotor drone, as long as the unmanned rotor craft has more than one rotor shaft, which are all objects protected by the present invention. Typically, aircraft 100 is an unmanned aircraft that may be operated automatically according to a predetermined path, flight speed, attitude, etc., or manually by an operator. In other embodiments, when the design meets the requirement, the driver can be carried, and the related operation can be manually operated in the cab by the driver.

Referring to fig. 1, the front, rear, left, right, up, and down directions shown in fig. 1 are relative positions that would be apparent to one skilled in the art when the aircraft 100 is in a normal position, or in flight.

The present embodiment will be described in detail below with reference to an aircraft 100, where the aircraft 100 includes:

a body 10; and

a functional module 20, the functional module 20 being rotatable relative to the fuselage 10 to stabilize the attitude of the aircraft 100 in the event of a wind-borne inclination of the fuselage 10.

The aircraft 100 comprises a fuselage 10 and a functional module 20, wherein the functional module 20 is rotatable relative to the fuselage 10, so that when the aircraft 100 is windy and the fuselage 10 is inclined, because the functional module 20 can rotate relative to the fuselage 10, the rotation can balance the disturbance of wind, thereby stabilizing the posture of the aircraft 100, and the aircraft 100 can effectively improve the wind resistance. Meanwhile, the functional module 20 has a partial function of the aircraft 100 itself, and the functional module 20 has at least two functions, namely, stabilizing the attitude of the aircraft 100 by rotating relative to the fuselage 10 and integrating a partial function of the aircraft 100, so that the aircraft 100 has high integration and high wind resistance as a whole.

In this embodiment, the functional module 20 includes one or more of a battery, a flight control device, a detection device, and an execution device.

The functional module 20 is a rectangular block as a whole, and the functional module 20 is located at the middle of the aircraft 100, and is a relatively large-mass component. The battery may be included alone or in combination with a battery, flight control device, detection device, actuator, or the like.

The aforementioned batteries may power various electronic devices on the aircraft 100.

The flight control device mentioned above may control various electronic devices of the aircraft 100, or transmit relevant signals to a remote controller or other terminals, or the like.

The above-mentioned detection means may detect the aircraft 100 itself, and include, for example, various sensors to detect the attitude, position, and the like of the aircraft 100. The environment outside the aircraft 100 may also be detected, for example, the detection means may be a radar, a camera, various sensors for environmental detection, etc., which may be mounted on the bottom wall of the rectangular block.

When the above-mentioned actuator is used for spraying a liquid medicine, it may include a medicine box and a spray head, and for example, in one case, the medicine box is located at the bottom position of the entire functional module 20, and the spray head may be mounted on the bottom wall of the rectangular block. Of course, the actuating device can also be used for sowing seeds. Of course, the executing device may be some kind of game device.

In this embodiment, the aircraft 100 further comprises an intermediate piece 30, the intermediate piece 30 being rotatably connected to the fuselage 10, and the functional module 20 being rotatably connected to the intermediate piece 30.

Referring to fig. 1 and 2, it is understood that the function module 20 is not directly rotatably coupled to the main body 10, but is indirectly rotatably coupled to the main body 10 through the intermediate member 30.

In this embodiment, the aircraft 100 further includes a first rotating shaft 40, two ends of the first rotating shaft 40 are respectively connected to the middle part 30 and the functional module 20, and the functional module 20 is rotatably connected to the middle part 30 through the first rotating shaft 40. Furthermore, the aircraft 100 further includes a second rotating shaft 50, two ends of the second rotating shaft 50 are respectively connected with the middle part 30 and the fuselage 10, and the middle part 30 is rotatably connected with the fuselage 10 through the second rotating shaft 50.

Specifically, the number of the first rotating shafts 40 is two, and the first rotating shafts are symmetrically distributed on two opposite sides of the functional module 20. Meanwhile, the number of the second rotating shafts 50 is two, and the second rotating shafts are symmetrically distributed on two opposite sides of the middle member 30.

In other words, the functional module 20 is rotatably connected to the intermediate member 30 via a rotating shaft, and the intermediate member 30 is also rotatably connected to the main body 10 via a rotating shaft. Through the mounting means of pivot, can improve the installation effectiveness to, because the both sides of functional module 20 distribute there is the pivot, and the both sides of middleware 30 also distribute there is the pivot, therefore, when rotating, whole aircraft 100's stability is stronger.

Referring to fig. 2, in the present embodiment, the axis of rotation of the functional module 20 relative to the intermediate member 30 is a first axis 401, and the axis of rotation of the intermediate member 30 relative to the body 10 is a second axis 501; the first axis 401 and the second axis 501 are coplanar and form an included angle. Specifically, the first axis 401 is perpendicular to the second axis 501.

It is understood that the first axis 401 is the axis of the first rotating shaft 40, and the second axis 501 is the axis of the second rotating shaft 50. The distribution of the two first rotating shafts 40 and the two second rotating shafts 50 is similar to a cross-shaped distribution. It is understood that the plane formed by the first axis 401 and the second axis 501 is a horizontal plane.

Referring to fig. 1 and 2, in the present embodiment, the intermediate member 30 is a ring structure, and the functional module 20 is located in the intermediate member 30; and/or, the fuselage 10 is of an annular configuration with the intermediate member 30 positioned within the fuselage 10. Specifically, the intermediate member 30 and the fuselage 10 are both square and ring-shaped structures, but in other embodiments, they may be circular ring structures, polygonal ring structures, etc. It will be appreciated that the intermediate member 30 is connected on the inside to the functional module 20 by two first shafts 40 and on the outside to the inside of the body 10 by two second shafts 50.

In combination with the above, this design can be understood as a two-axis design, i.e. the first rotating shaft 40 is disposed along the front-back direction and is the X-axis, and the second rotating shaft 50 is disposed along the left-right direction and is the Y-axis. This design may be understood as a three-axis design. For example, the second rotating shaft 50 on the outside of the intermediate member 30 is connected to the inside of another ring structure, the outside of which is connected to the inside of the body 10 through the Z-axis. In this way, the aircraft 100 can absorb wind from the front-rear direction, the left-right direction, and the up-down direction, and the flying posture of the entire aircraft 100 will be more stable.

It should be noted that in the present embodiment, the function module 20 is indirectly rotatably connected to the main body 10, but of course, the function module 20 may also be directly rotatably connected to the main body 10. For example, the middle member 30 and the second rotating shaft 50 are omitted, and the function module 20 may be directly rotatably connected to the body 10 through the first rotating shaft 40. This may be understood as a single axis design. Referring to fig. 1, if the aircraft 100 includes the first rotating shaft 40 and the second rotating shaft 50, when wind from the front-rear direction and the left-right direction interferes with the aircraft 100, the aircraft 100 can absorb the impact of the wind. If the aircraft 100 is provided with only the first rotating shaft 40, when the aircraft 100 is disturbed by wind from the front-rear direction, the aircraft 100 hardly absorbs the impact of the wind, but when the aircraft 100 is disturbed by wind from the left-right direction, the aircraft 100 can effectively absorb the impact of the wind. Therefore, it can be understood that, when the first rotating shaft 40 and the second rotating shaft 50 are vertical on the horizontal plane, the wind coming in the front-back and left-right directions can be absorbed.

In order to make the attitude of the aircraft 100 when exposed to wind more stable, in the present embodiment, the functional module 20 is damped with respect to the rotation of the fuselage 10.

It should be noted that, in this embodiment, the four rotating shafts on the inner side and the outer side of the middle part 30 have certain damping, and when the aircraft 100 encounters a wind gust, the functional module 20 can rotate in the front-back direction and the left-right direction through the rotating shafts, so as to absorb the impact of wind and stabilize the gravity center and the posture of the fuselage 10. Due to the damping, the rotation of the functional module 20 is slow, which may have a damping effect, so that the aircraft 100 can maintain a good flight attitude. Damping can be achieved in many ways, for example, by mounting both first shafts 40 to the intermediate member 30 via damping bearings, and/or by mounting both second shafts 50 to the fuselage 10 via damping bearings. Or, the damping of the rotation is realized by arranging a damping pad.

Referring to fig. 1 and 2, in the present embodiment, the aircraft 100 further includes at least two arms 80, and the at least two arms 80 are uniformly distributed around the periphery of the fuselage 10. Specifically, the number of the horn 80 is four, and the four horns 80 are distributed at four corners of the body 10, and the extension lines of the four horns 80 in the length direction intersect at the central position of the functional module 20. Aircraft 100 also includes a plurality of rotor assemblies 90, with one end of horn 80 connected to fuselage 10 and the other end of horn 80 connected to rotor assemblies 90.

It should be noted that in this embodiment, there are four horn arms 80 of an aircraft 100, and in other embodiments, there may be two, three, five or more.

Referring to fig. 3 to 7, in the present embodiment, the first rotating shaft 40 is provided with a first electrical connection portion 41, the functional module 20 is provided with a second electrical connection portion 21, and the first electrical connection portion 41 is electrically connected to the second electrical connection portion 21. Generally, the functional module 20 will integrate a certain number of electronic devices, and the first electric connection portion 41 and the second electric connection portion 21 can be used to electrically connect with other electronic devices on the main body 10.

With reference to fig. 3 to fig. 7, in the present embodiment, a sliding block 42 is disposed at an end of the first rotating shaft 40, the functional module 20 is disposed with a sliding slot 22, the first electric connection portion 41 is disposed on the sliding block 42, and the second electric connection portion 21 is disposed in the sliding slot 22; wherein, the sliding block 42 is slidably disposed in the sliding slot 22 or separated from the sliding slot 22.

The functional module 20 is made detachable relative to the body 10 by the arrangement of the slide groove 22 and the slider 42, and is also easy to mount and dismount. Of course, in other embodiments, the end of the first rotating shaft 40 may be provided with a sliding slot, the functional module 20 is provided with a sliding block, the first electrical connection portion 41 is disposed in the sliding slot, and the second electrical connection portion 21 is disposed on the sliding block.

In this embodiment, the chute 22 includes a stop wall 221, and the stop wall 221 is used for abutting against the slider 42 to position the functional module 20. That is, in fig. 3, when the functional module 20 moves downward, the slide groove 22 and the slider 42 are engaged, and when the functional module 20 is mounted in place, the stopper wall 221 contacts the top wall 421 of the slider 42, and a stopper is achieved. Of course, after being mounted in place, the functional module 20 may be further fastened to the slide 42 by fasteners.

In this embodiment, the first connecting portion 41 includes a first positive conducting portion 411 and a first negative conducting portion 412, and the first positive conducting portion 411 and the first negative conducting portion 412 are distributed on two opposite sides of the slider 42. Similarly, the second electrical connection portion 21 includes a second positive electrical connection portion 211 and a second negative electrical connection portion 212, and the second positive electrical connection portion 211 and the second negative electrical connection portion 212 are distributed on two opposite sidewalls of the sliding slot 22. When the functional module 20 is mounted in place, the first positive conductive part 411 and the second positive conductive part 211 are electrically connected, and the first negative conductive part 412 and the second negative conductive part 212 are electrically connected.

Referring to fig. 4 and 5, when the functional module 20 includes a flight control device, the first electric connection portion 41 further includes a first terminal 413 disposed on one side of the slider 42, and the second electric connection portion 21 further includes a second terminal 213 disposed in the sliding groove 22. When the functional module 20 is mounted in place, the first terminal 413 and the second terminal 213 are electrically connected, and communication can be achieved through the first terminal 413 and the second terminal 213. In conjunction with fig. 4 and 5, the first terminal 413 includes a plurality of contact tips, which are arranged side by side in the height direction (up and down direction) and are coplanar with the first positive conductive part 411. Of course, the first terminal 413 may be disposed on the top wall 421 of the slider 42, and thus, the second terminal 213 may be disposed on the stop wall 221.

Generally, after the functional module 20 is mounted in place, the first electrical connection 41 and the second electrical connection 21 are in close contact, so that the first electrical connection 41 and the second electrical connection 21 are always in a better electrical connection state during flight of the aircraft 100. The form, location, etc. of the first terminal 413 and the second terminal 213 are not limited, as long as the flight control device can control other components of the aircraft 100 after the functional module 20 is installed in place.

With reference to fig. 4 and 5, in the present embodiment, the first positive electrode conductive portion 411 and the first negative electrode conductive portion 412 are distributed in a staggered manner.

For example, the height of the first positive electrode conductive portion 411 is higher than the height of the first negative electrode conductive portion 412, that is, both are offset in the height direction (vertical direction). It can be understood that the first positive conductive part 411 is closer to the stop wall 221, and the first negative conductive part 412 is farther from the stop wall 221. The height of the second positive conductive portion 211 is also higher than the height of the second negative conductive portion 212 in order to match the first positive conductive portion 411 and the first negative conductive portion 412.

Of course, in other embodiments, the height of the first positive electrode conductive portion 411 may be lower than the height of the first negative electrode conductive portion 412, and it goes without saying that the above-mentioned positional deviation in the height direction, that is, the vertical positional deviation, and in other embodiments, the positional deviation may be left and right. Through the dislocation distribution, can be so that the installation possesses certain fool-proof effect, when the installation is inaccurate, the condition that the installation is not in place can appear, reminds the user that the installation needs to be changed. For example, in the state shown in fig. 3, if it is found that the first positive conductive part 411 and the second positive conductive part 211 are misaligned during the downward mounting of the functional module 20, the functional module 20 may be taken out upward, rotated horizontally by 180 °, and then mounted downward again.

In a specific implementation, the first positive conductive part 411, the first negative conductive part 412, the second positive conductive part 211, and the second negative conductive part 212 may be metal contact pieces (specifically, strip-shaped).

By the mode, short circuit caused by reverse connection of the positive electrode and the negative electrode can be avoided.

With reference to fig. 4 and 5, the number of the first rotating shafts 40 is two, so that two sliding blocks 42 are correspondingly disposed on the two first rotating shafts 40, and with reference to fig. 7 and 8, the functional module 20 may also have two sliding grooves 22, so that the two sliding blocks 42 and the two sliding grooves 22 are in one-to-one correspondence, and the installation is more stable. In this embodiment, the sliding block 42 is a rectangular block, and the sliding groove 22 is a T-shaped groove, so that the sliding block 42 is not easy to slip out of the sliding groove 22, and similarly, the sliding groove 22 may also be a trapezoidal groove, and the shape of the sliding block 42 is correspondingly trapezoidal.

With reference to fig. 4 and 5, a first positive conductive part 411 and a first negative conductive part 412 are distributed on two opposite sides of each slider 42, and similarly, each sliding slot 22 has a second positive conductive part 211 and a second negative conductive part 212, so that two pairs of positive and negative electrodes are provided, and such a design has at least the following two advantages:

first, when a certain pair of positive and negative electrodes are not in place or are broken due to serious abrasion, the other pair of positive and negative electrodes can also normally transmit current (redundancy design).

When the aircraft 100 works, the transmitted current is large, and the two pairs of positive and negative electrodes provide a large contact area, so that the resistance at the position can be small, and the electric energy loss is avoided.

In this embodiment, the first rotating shaft 40, the intermediate member 30, and the second rotating shaft 50 are all hollow structures, and the first rotating shaft 40, the intermediate member 30, and the second rotating shaft 50 are all provided with circuits and/or pipelines inside; wherein one end of the line, and/or the pipeline, is connected with the functional module 20, and the other end extends to the machine body 10.

It will be appreciated that the functional modules 20, such as batteries, flight control devices, detection devices, etc., require electrical connections of the wiring (e.g., cables) to other electronic devices of the fuselage 10, and that the wiring can be protected from exposure by the hollow structure, while the overall structure of the aircraft 100 is more compact. For example, when functional module 20 is simply a battery, the battery may be wired to power rotor assembly 90 on horn 80. When the functional module 20 contains medicine boxes, the liquid medicines of the medicine boxes can be conveyed to the nozzles mounted on the arm 80 through the pipes.

In one embodiment, for example, a metal contact piece is provided at an end of the first rotating shaft 40, a metal contact piece is also provided on an inner wall of the intermediate member 30, and when the first rotating shaft 40 is attached to the intermediate member 30, the two can be electrically connected. The two ends of the second rotating shaft 50 are provided with metal contact pieces, correspondingly, the outer wall of the middle part 30 and the inner wall of the machine body 10 are also provided with metal contact pieces, and after the second rotating shaft 50 is installed on the middle part 30 and the machine body 10, the three are electrically connected.

It will be appreciated that the structure of such metal contact pieces is similar to the above-mentioned "electrical connection", that is, in this embodiment, the aircraft 100 is of a two-axis design, so that when the functional module 20, the first rotating shaft 40, the intermediate member 30, the second rotating shaft 50 and the fuselage 10 are installed in place, that is, when the functional module 20 is electrically connected to other electronic devices carried on the fuselage 10, or when the functional module 20 contains a medicine box, the pipeline communication is realized.

With reference to fig. 8 and 9, in this embodiment, the aircraft 100 further includes a first position-limiting device 60, and/or a second position-limiting device 70; the first limiting device 60 is used for limiting the rotation angle of the functional module 20 relative to the middle piece 30; the second limiting means 70 is used for limiting the rotation angle of the intermediate member 30 relative to the body 10.

In conjunction with fig. 8 and 9, fig. 8 shows the first stop arrangement 60 and fig. 9 shows the second stop arrangement 70. Referring to fig. 8, in particular, the first position-limiting device 60 includes a first position-limiting portion 61 disposed on the first rotating shaft 40, and a first position-limiting groove 62 disposed on the middle member 30. The first limit groove 62 is an 1/4 arc groove, and the first limit portion 61 is a round bar limited in the first limit groove 62, so that the first limit portion 61 is limited in the first limit groove 62, and therefore, the rotation angle of the first rotating shaft 40 can be limited, for example, the first rotating shaft 40 can only rotate at ± 45 degrees relative to the intermediate member 30.

Similarly, referring to fig. 9, the second position-limiting device 70 includes a second position-limiting portion 71 disposed on the second shaft 50, and a second position-limiting groove 72 disposed on the body 10. The second limiting groove 72 is an 1/4 arc groove, and the second limiting portion 71 is a round rod limited in the second limiting groove 72, so that the second limiting portion 71 is limited in the second limiting groove 72, and therefore, the rotation angle of the second rotating shaft 50 can be limited, for example, the second rotating shaft 50 can only rotate at ± 45 degrees relative to the body 10.

Of course, only the limiting groove is used for example, and in other embodiments, any technology capable of limiting the rotation angle may be used. By limiting the rotation angle, the situation that the aircraft 100 is unstable in flight due to too large rotation amplitude is avoided.

According to an embodiment of the present invention, the aircraft 100 operates according to the following principle:

the functional module 20 is a component that needs to be carried by the fuselage 10 of the aircraft 100, such as a battery, a flight control device, a detection device, an execution device, etc., and has a relatively large mass, and belongs to a center of mass of the aircraft 100, and at the same time, the functional module 20 can rotate relative to the fuselage 10 and has damping, so that when the aircraft 100 is subjected to wind in flight, the functional module 20 rotates at a certain angle relative to the fuselage 10, and at the same time, the rotation is not instantaneous but relatively slow, so that the center of mass of the functional module 20 can be changed to a certain extent, thereby balancing and stabilizing the attitude of the aircraft 100, and thus, gust, violent wind, persistent wind, etc. can be effectively resisted.

In the functional module 20, the functional module 20 is rotatable with respect to the fuselage 10 about a first axis 401 and a second axis 501, and the first axis 401 and the second axis 501 are perpendicular, so that the aircraft 100 can oppose incoming wind from the front-rear and left-right directions.

The functional module 20 is detachable with respect to the body 10, and is implemented in particular by means of the cooperation of the slide 42 and the slide groove 22. Moreover, since the first electrical connection portion 41 is disposed on the slider 42 and the second electrical connection portion 21 is disposed on the sliding slot 22, the first electrical connection portion 41 and the second electrical connection portion 21 are electrically connected after the functional module 20 is slid in place.

In summary, the present invention provides an aircraft 100, the aircraft 100 includes a fuselage 10 and a functional module 20, the functional module 20 is rotatable relative to the fuselage 10, so that when the aircraft 100 is windy and the fuselage 10 is inclined, since the functional module 20 can rotate relative to the fuselage 10, the rotation can balance the wind disturbance, thereby stabilizing the attitude of the aircraft 100, and the aircraft 100 can effectively improve the wind resistance. Meanwhile, the functional module 20 has a partial function of the aircraft 100 itself, and the functional module 20 has at least two functions, namely, stabilizing the attitude of the aircraft 100 by rotating relative to the fuselage 10 and integrating a partial function of the aircraft 100, so that the aircraft 100 has high integration and high wind resistance as a whole.

The above description is only for the specific embodiment of the present invention, but the scope of the present invention is not limited thereto, and any changes or substitutions that can be easily conceived by those skilled in the art within the technical scope of the present invention are included in the scope of the present invention. Therefore, the protection scope of the present invention shall be subject to the protection scope of the appended claims.

Claims

1. An aircraft, characterized in that it comprises:

a body (10); and

a functional module (20), said functional module (20) being rotatable relative to said fuselage (10) to stabilize the attitude of said aircraft (100) in the event of a wind-borne inclination of said fuselage (10).

2. The aircraft of claim 1, wherein the functional module (20) comprises one or more of a battery, a flight control device, a detection device, an actuator device.

3. The aircraft of claim 1, characterized in that the functional module (20) is damped in relation to the rotation of the fuselage (10).

4. The aircraft according to any one of claims 1 to 3, characterized in that the aircraft (100) further comprises an intermediate piece (30), the intermediate piece (30) being rotatably connected to the fuselage (10), the functional module (20) being rotatably connected to the intermediate piece (30).

5. The aircraft of claim 4, characterized in that the intermediate piece (30) is of annular configuration, the functional module (20) being located inside the intermediate piece (30); and/or the presence of a gas in the gas,

the machine body (10) is of an annular structure, and the intermediate piece (30) is located in the machine body (10).

6. The aircraft according to claim 4, characterized in that the axis of rotation of the intermediate piece (30) with respect to the fuselage (10) is a first axis (401) and the axis of rotation of the functional module (20) with respect to the intermediate piece (30) is a second axis (501);

wherein the first axis (401) and the second axis (501) are coplanar and distributed at an included angle.

7. The aircraft of claim 4, characterized in that the aircraft (100) further comprises a first rotating shaft (40), both ends of the first rotating shaft (40) being connected with the intermediate part (30) and the functional module (20), respectively, the functional module (20) being rotatably connected to the intermediate part (30) by means of the first rotating shaft (40).

8. The aircraft according to claim 7, characterized in that the first shaft (40) is provided with a first electrical connection (41) and the functional module (20) is provided with a second electrical connection (21), the first electrical connection (41) being electrically connected to the second electrical connection (21).

9. The aircraft according to claim 8, characterized in that the end of the first rotating shaft (40) is provided with a slider (42), the functional module (20) is provided with a chute (22), the first electric connection (41) is provided on the slider (42), the second electric connection (21) is provided in the chute (22); or the like, or, alternatively,

a sliding groove (22) is formed in the end portion of the first rotating shaft (40), a sliding block (42) is arranged on the functional module (20), the first electric connection portion (41) is arranged in the sliding groove (22), and the second electric connection portion (21) is arranged on the sliding block (42);

wherein the sliding block (42) is slidably arranged in the sliding groove (22) or separated from the sliding groove (22).

10. The aircraft according to claim 9, characterized in that said first electrical connection (41) comprises a first positive conductive portion (411) and a first negative conductive portion (412), said first positive conductive portion (411) and said first negative conductive portion (412) being distributed on opposite sides of said slider (42).

11. The aircraft of claim 10, wherein the first positive conductive portion (411) and the first negative conductive portion (412) are distributed with a misalignment.

12. The aircraft of claim 7, characterized in that the aircraft (100) further comprises a second shaft (50), the two ends of the second shaft (50) being connected to the intermediate piece (30) and to the fuselage (10), respectively, the intermediate piece (30) being rotatably connected to the fuselage (10) by means of the second shaft (50).

13. The aircraft according to claim 12, characterized in that said first rotating shaft (40), said intermediate member (30) and said second rotating shaft (50) are all hollow structures, and said first rotating shaft (40), said intermediate member (30) and said second rotating shaft (50) are all provided with lines and/or pipes inside;

one end of the circuit and/or the pipeline is connected with the functional module (20), and the other end of the circuit and/or the pipeline extends to the machine body (10).

14. The aircraft according to any one of claims 1 to 3, characterized in that the functional module (20) is located in an intermediate position of the aircraft (100).

15. The aircraft of any of claims 1-3, characterized in that the aircraft (100) further comprises at least two arms (80), the at least two arms (80) being evenly distributed around the circumference of the fuselage (10).