Aircraft and heat dissipation method thereof
By detecting the aircraft's flight direction and fuselage tilt angle, and using drive components to control the rotation and tilt of the power compartment and radiator, the problem of low heat dissipation efficiency of rotorcraft under different directions and attitudes is solved, and efficient heat dissipation of the radiator is achieved.
Patent Information
- Application Number
- CN202512006981.1
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2025-12-29
- Publication Date
- 2026-02-06
AI Technical Summary
When a rotorcraft changes its flight direction and attitude, the cooling surface of the engine radiator cannot always face the wind directly, resulting in poor heat dissipation efficiency.
By detecting the aircraft's flight direction and fuselage tilt angle, the first and second drive components are used to control the rotation and tilt of the power nacelle and radiator, ensuring that the radiator's heat dissipation surface is always perpendicular to the flight direction and in a windward position.
The heat dissipation efficiency of the radiator has been improved, ensuring that the radiator can effectively dissipate heat under different flight directions and attitudes.
Smart Images
Figure CN121469872A_ABST
Abstract
Description
Technical Field
[0001] This application belongs to the field of aircraft technology, and in particular relates to an aircraft and its heat dissipation method. Background Technology
[0002] Currently, to increase the range of rotorcraft, range extenders are often used to power them. These extenders generate electricity to drive the rotorcraft's motors and simultaneously charge the battery. Unlike traditional aircraft, rotorcraft can fly flexibly in multiple directions, such as forward, backward, left, and right. When a rotorcraft flies forward, the engine's radiator faces the wind directly. However, when the rotorcraft flies in other directions or tilts, the radiator's cooling surface is not directly facing the wind, resulting in poor heat dissipation efficiency. Summary of the Invention
[0003] This application aims to address at least one of the technical problems existing in the prior art. To this end, this application proposes an aircraft and its heat dissipation method, which enables the heat dissipation surface of the radiator to always face the wind when the flight direction and / or attitude of the aircraft changes, thereby improving the heat dissipation efficiency of the radiator.
[0004] In a first aspect, this application provides an aircraft, including: a fuselage; The power nacelle, rotatably connected to the fuselage, is used to provide flight power to the aircraft; A first drive assembly is connected to the fuselage, and the first drive assembly drives the power compartment to rotate relative to the fuselage; A radiator, movably connected to the power compartment, is used to dissipate heat from the power compartment; The second drive assembly is used to drive the radiator to tilt relative to the power compartment; A detection component for measuring the rotation angle of the flight direction of the aircraft and / or the tilt angle of the fuselage; The controller is communicatively connected to the angle detection component, the first drive component, and the second drive component. The controller controls the movement of the first drive component based on the rotation angle and / or controls the movement of the second drive component based on the tilt angle, so as to keep the heat dissipation surface of the radiator facing the wind and perpendicular to the flight direction of the aircraft when the flight direction and / or attitude of the aircraft changes. In some embodiments, the first drive assembly includes a planetary gear set mechanism and a drive motor; The fuselage is fixedly connected to the planetary carrier of the planetary gear set mechanism; the power compartment is fixedly connected to the internal gear ring of the planetary gear set mechanism. The drive motor is fixedly mounted on the machine body, and the output shaft of the drive motor is connected to the sun gear of the planetary gear set mechanism. The controller is electrically connected to the drive motor, and the controller controls the drive motor to rotate so as to drive the power compartment to rotate relative to the fuselage through the internal gear ring.
[0005] In some embodiments, the first drive assembly further includes a locking mechanism that can be used to lock the output shaft of the drive motor and / or the sun gear.
[0006] In some embodiments, the second drive assembly includes at least one electric strut electrically connected to the controller; the two ends of each electric strut are respectively hinged to the bulkhead of the power compartment and the radiator; The radiator is hinged to the bulkhead of the power compartment via the rotary hinge; the controller controls the extension and retraction of the electric strut, which guides the radiator to rotate around the rotary hinge during extension and retraction.
[0007] In some embodiments, there are two electric struts, namely a first electric strut and a second electric strut, wherein the first electric strut extends and retracts along a first direction, and the second electric strut extends and retracts along a second direction; the first direction and the second direction are set at an angle.
[0008] Secondly, this application provides a heat dissipation method for the aircraft described in the first aspect, comprising the following steps: When the flight direction of the aircraft changes, the rotation angle of the flight direction of the aircraft is obtained; based on the rotation angle, the first drive assembly is controlled to move to drive the power nacelle to rotate relative to the fuselage; and / or When the fuselage of the aircraft tilts, the tilt angle of the fuselage is obtained; based on the tilt angle, the movement of the second drive component is controlled to drive the radiator to tilt; so that the heat dissipation surface of the radiator is kept in a windward state and perpendicular to the flight direction of the aircraft.
[0009] In some embodiments, where the first driving component includes a drive motor and its driven transmission assembly, controlling the movement of the first driving component based on the rotation angle specifically includes: Based on the rotation angle, determine the rotation direction and rotation angle that the power compartment needs to compensate for; Based on the rotation direction and rotation angle that the power compartment needs to compensate for and the transmission ratio of the transmission assembly, calculate the target rotation direction and target rotation angle that the drive motor needs to output. Control the drive motor to rotate the target rotation angle in the target rotation direction.
[0010] In some embodiments, the first drive assembly further includes a locking mechanism for locking the output shaft of the drive motor and the body of the drive motor; The heat dissipation method for the aircraft, which controls the movement of the first drive component based on the rotation angle, further includes: In response to an active stabilization signal, the aircraft is controlled to enter an active stabilization mode, wherein, in the active stabilization mode, the drive motor is controlled to rotate the target rotation angle in the target rotation direction; In response to a lock signal, the aircraft is controlled to enter a lock mode, wherein, in the lock mode, the drive motor is controlled to be de-energized, and the locking mechanism is controlled to lock the output shaft of the drive motor and / or the power input of the transmission assembly.
[0011] In some embodiments, the second drive assembly includes at least one electrically operated strut; the electrically operated strut is connected to the bulkhead of the power compartment and the radiator, respectively. The control of the movement of the second drive component based on the tilt angle specifically includes: The target elongation of the electric strut is determined based on the tilt angle. The extension and retraction of the electric strut are controlled based on the target elongation.
[0012] In some embodiments, the tilt angle includes a pitch angle and a roll angle; where the second drive assembly includes a first electric strut and a second electric strut, wherein the extension direction of the first electric strut extends along a first direction and the extension direction of the second electric strut extends along a second direction. The control of the movement of the second drive component based on the tilt angle specifically includes: Based on the pitch angle, a first target elongation of the first electric strut is determined, and based on the roll angle, a second target elongation of the second electric strut is determined. Based on the first target elongation, control the extension and retraction of the first electric strut; Based on the second target elongation, control the extension and retraction of the second electric strut.
[0013] Thirdly, this application provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the steps of the method described in the second aspect.
[0014] The power nacelle of this application is rotatably connected to the fuselage, thus allowing the power nacelle to rotate relative to the fuselage. The radiator is movably connected to the power nacelle, thus allowing the radiator to tilt relative to the power nacelle. A detection component measures the rotation angle of the aircraft's flight direction and / or the tilt angle of the fuselage. If the detected rotation angle of the aircraft's flight direction and / or the tilt angle of the fuselage indicates a change in the aircraft's flight direction and / or attitude, the first drive component can be controlled to move based on the rotation angle of the flight direction to drive the power nacelle to rotate relative to the fuselage, and / or the second drive component can be controlled to move based on the tilt angle of the fuselage to drive the radiator to tilt within the power nacelle. This ensures that the radiator's heat dissipation surface always remains in an air-facing position and perpendicular to the aircraft's flight direction, thereby improving the radiator's heat dissipation efficiency. Attached Figure Description
[0015] The above and / or additional aspects and advantages of this application will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which: Figure 1 This is a schematic overall view of an aircraft provided in one or more embodiments of this application; Figure 2 This is a schematic diagram of the tilt state of an aircraft provided in one or more embodiments of this application; Figure 3 This is another schematic diagram of an aircraft tilt state provided in one or more embodiments of this application; Figure 4 This is another schematic diagram of an aircraft tilt state provided in one or more embodiments of this application; Figure 5 This is another schematic diagram of an aircraft tilt state provided in one or more embodiments of this application; Figure 6 This is a schematic overall view of another aircraft provided in one or more embodiments of this application; Figure 7 This is a schematic overall view of another aircraft provided in one or more embodiments of this application; Figure 8 This is a schematic overall view of another aircraft provided in one or more embodiments of this application; Figure 9 This is a flowchart of a heat dissipation method for an aircraft provided in one or more embodiments of this application; Figure 10 This is a flowchart of a method for controlling the motion of a first driving component provided in one or more embodiments of this application; Figure 11 This is a schematic diagram of a heat sink structure provided in one or more embodiments of this application. Detailed Implementation
[0016] To better understand the technical solutions provided in the embodiments of this specification, the technical solutions of the embodiments of this specification will be described in detail below with reference to the accompanying drawings and specific embodiments. It should be understood that the embodiments of this specification and the specific features in the embodiments are detailed descriptions of the technical solutions of the embodiments of this specification, rather than limitations on the technical solutions of this specification. In the absence of conflict, the embodiments of this specification and the technical features in the embodiments can be combined with each other.
[0017] In this document, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, without necessarily requiring or implying any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitation, the requirement defined by the phrase "comprising one..." does not exclude the presence of additional identical elements in the process, method, article, or apparatus that includes said element. The term "two or more" includes two or more cases.
[0018] When a rotorcraft flies forward, the engine's radiator faces the wind. However, when the rotorcraft flies in other directions or tilts, the radiator's cooling surface cannot face the wind, resulting in poor cooling efficiency.
[0019] In view of this, this application provides an aircraft and its heat dissipation method, which ensures that the heat dissipation surface P of the radiator always faces the wind when the flight direction F and / or attitude of the aircraft changes, thereby improving the heat dissipation efficiency of the radiator. The aircraft referred to in this application can be a rotorcraft, a short takeoff and landing aircraft, a special emerging aircraft, or any other aircraft capable of rapidly changing its velocity vector (including magnitude and direction) in three-dimensional space.
[0020] Figure 1 This is a schematic overall view of an aircraft provided in this application. The aircraft provided in this application includes a fuselage 10 and a power bay 20, which is rotatably connected to the fuselage 10 and is used to provide flight power to the aircraft. If the aircraft is a multi-rotor aircraft, multiple propellers 101 can be installed on the top of the fuselage 10. The power methods of the multi-rotor aircraft can include: driving the propeller motor to rotate via a battery; driving the propeller to rotate via an engine; or driving a generator via an engine to generate electricity to charge the battery, and then driving the propeller motor to rotate via the battery. Figure 1The aircraft shown also includes landing gear, with the power nacelle 20 fixedly mounted on the landing gear by a fixing device.
[0021] The battery and engine providing flight power can be housed in the power compartment 20. Since the battery and engine require heat dissipation during operation, a radiator 201 is also provided in the power compartment 20. In this application, the radiator 201 is movably connected to the power compartment 20. It should be noted that the power compartment 20 in this application can be a perforated structure, allowing the radiator 201 to directly contact the outside air.
[0022] See also Figure 1 The aircraft of this application also includes a first drive assembly 301 and a second drive assembly ( Figure 1 (Not shown in the image) The first drive assembly 301 is connected to the fuselage 10 and can drive the power compartment 20 to rotate relative to the fuselage 10. The second drive assembly is used to drive the radiator 201 to tilt relative to the power compartment 20.
[0023] The aircraft of this application also includes a detection component 40 and a controller. The detection component 40 is used to measure the rotation angle of the aircraft's flight direction F and / or the tilt angle of the fuselage 10. The controller is communicatively connected to the detection component 40, the first drive component 301, and the second drive component. The controller can control the movement of the first drive component 301 based on the rotation angle, and / or control the movement of the second drive component based on the tilt angle, so as to keep the heat dissipation surface P of the heat sink 201 perpendicular to the aircraft's flight direction F when the aircraft's flight direction F and / or attitude changes.
[0024] It should be noted that the detection component 40 can be mounted on the fuselage 10. The detection component 40 may include sensors for detecting the flight direction F of the aircraft and sensors for detecting the attitude of the aircraft. The sensors for detecting changes in the flight direction F of the aircraft may be magnetometers, GNSS (Global Navigation Satellite System), etc. For example, when using a magnetometer to detect changes in the flight direction F, the absolute flight direction F can be obtained by directly comparing the difference in the magnetic flight direction F angle calculated by the magnetometer with the difference in the flight direction F angle between different times. The sensors for detecting the tilt angle of the aircraft fuselage may be accelerometers, gyroscopes, etc. These sensors can calculate the tilt angle of the fuselage by projecting the gravity vector onto the fuselage or by integrating the angular velocity.
[0025] like Figure 1 As shown, when the aircraft's flight direction F is in the -X direction, the heat dissipation surface P of the radiator 201 is perpendicular to the flight direction F, and the heat dissipation effect of the radiator 201 is better at this time. It should be noted that... Figure 1In the coordinate system described above, the leftward direction is the -X direction, the rightward direction is the +X direction, the upward direction is the Z direction, the direction from inside the screen outward is the +Y direction, and the direction from outside the screen inward is the -Y direction.
[0026] When the aircraft's flight direction F changes from -X to -Y, the heat dissipation surface P of the radiator 201 is parallel to the flight direction F, resulting in poor heat dissipation. The angle detection component 40 detects a rotation angle of -90° in the flight direction F, meaning the aircraft has changed from forward to rightward flight. The angle detection component 40 sends the detected rotation angle to the controller. Based on the rotation angle of -90°, the controller controls the first drive component 301 to rotate the power nacelle 20 relative to the fuselage 10 around the Z-axis by -90°, restoring the heat dissipation surface P of the radiator 201 to be perpendicular to the flight direction F, thereby improving the heat dissipation efficiency of the radiator 201.
[0027] When the aircraft's flight direction F changes from -X to +X, although the heat dissipation surface P of the radiator 201 is perpendicular to the flight direction F, it is not facing the wind, resulting in poor heat dissipation. The angle detection component 40 detects a rotation angle of 180° in the flight direction F, meaning the aircraft has changed from forward to backward flight. The angle detection component 40 sends the detected rotation angle to the controller. Based on the 180° rotation angle, the controller controls the first drive component 301 to rotate the power nacelle 20 180° relative to the fuselage 10 around the Z-axis, restoring the heat dissipation surface P of the radiator 201 to a windward position and perpendicular to the flight direction F, thereby improving the heat dissipation efficiency of the radiator 201.
[0028] like Figure 2 As shown, when the fuselage l of the aircraft is tilted at an angle of 10° relative to the horizontal (at this time, the flight direction F of the aircraft is still in the -X direction; if the flight direction F and the tilt angle with the horizontal are both 10°, then the heat dissipation surface P of the radiator 201 is still perpendicular to the flight direction F, and no rotation or tilting operation is required), since the heat dissipation surface P of the radiator 201 is not perpendicular to the flight direction F, the movement of the second drive component can be controlled to tilt the radiator 201 10° in the opposite direction of the flight direction F, resulting in the following... Figure 3 The state shown, Figure 3 The heat dissipation surface P of the radiator 201 is in the windward position and the heat dissipation surface P is perpendicular to the flight direction F.
[0029] like Figure 4As shown, when the fuselage l of the aircraft is tilted at an angle of -10° relative to the horizontal (at this time, the flight direction F of the aircraft is still the -X direction), since the heat dissipation surface P of the radiator 201 is not perpendicular to the flight direction F, the movement of the second drive component can be controlled so that the radiator 201 is tilted 10° along the flight direction F, resulting in the following... Figure 5 As shown in the figure, the heat dissipation surface P of the radiator 201 in Figure 5 is in the windward state and the heat dissipation surface P is perpendicular to the flight direction F.
[0030] It should be noted that the connecting cable between the engine compartment 20 and the fuselage 10 can be reserved to ensure that the connecting cable will not be subjected to significant torsion when the engine compartment 20 rotates relative to the fuselage 10. Alternatively, the connecting cable can be passed through the center of rotation, which can also ensure that the rotation of the engine compartment 20 relative to the fuselage 10 is not affected.
[0031] As can be seen, the power nacelle 20 of this application is rotatably connected to the fuselage 10, so the power nacelle 20 can rotate relative to the fuselage 10. The radiator 201 is movably connected to the power nacelle 20, so the radiator 201 can tilt relative to the power nacelle 20. The rotation angle of the flight direction F of the aircraft and / or the tilt angle of the fuselage 10 are measured by the detection component 40. If the rotation angle of the flight direction F of the aircraft and / or the tilt angle of the fuselage 10 are detected, it indicates that the flight direction F and / or attitude of the aircraft has changed. The first drive component 301 can be controlled to move according to the rotation angle of the flight direction F to drive the power nacelle 20 to rotate relative to the fuselage, and / or the second drive component can be controlled to move according to the tilt angle of the fuselage 10 to drive the radiator 201 to tilt within the power nacelle 20, so that the heat dissipation surface P of the radiator 201 always remains in a windward state and perpendicular to the flight direction F of the aircraft, thereby improving the heat dissipation efficiency of the radiator 201.
[0032] In some embodiments, the first drive assembly 301 may include a planetary gear set mechanism and a drive motor 3011. The fuselage 10 is fixedly connected to the planet carrier 3021 of the planetary gear set mechanism; the power compartment 20 is fixedly connected to the internal gear ring 3022 of the planetary gear set mechanism; the drive motor 3011 is fixedly mounted on the fuselage 10, and the output shaft 3012 of the drive motor 3011 is drively connected to the sun gear 3023 of the planetary gear set mechanism; the controller is electrically connected to the drive motor 3011, and the controller controls the drive motor 3011 to rotate so as to drive the power compartment 20 to rotate relative to the fuselage through the internal gear ring 3022. When the drive motor 3011 is working, the output shaft 3012 of the drive motor drives the sun gear 3023 to rotate, and then the sun gear 3023 drives the planet gears 3024 to rotate, thereby driving the internal gear ring 3022 to rotate, and finally driving the power compartment 20 to rotate relative to the fuselage 10.
[0033] Specifically, when the controller detects a change in the flight direction F of the aircraft, it determines the rotation direction and angle of the drive motor based on the rotation angle of the flight direction F, thereby driving the power pod 20 to rotate in the corresponding direction and angle, so that the heat dissipation surface P of the radiator 201 remains perpendicular to the flight direction F.
[0034] It should be noted that if the power compartment 20 is driven to rotate relative to the fuselage 10 via a planetary gear set mechanism, the power compartment 20 can be directly connected to the fuselage 10 via the planetary gear set mechanism. To further ensure the robustness of the connection between the power compartment 20 and the fuselage 10, a limiting housing can be installed on the power compartment 20, and then end face bearings can be installed between the limiting housing and each gear of the planetary gear set mechanism. This not only strengthens the connection but also ensures the rotational relationship between the gears, thereby ensuring the rotation of the power compartment 20.
[0035] In some embodiments, the first drive assembly 301 further includes a locking mechanism that can be used to lock the output shaft 3012 and / or the sun gear 3023 of the drive motor. When it is not necessary to rotate the power nacelle 20 according to the rotation angle of the flight direction F, the locking mechanism can be controlled to lock the output shaft 3012 and / or the sun gear 3023 of the drive motor, so that the power nacelle 20 and the fuselage 10 maintain a fixed connection.
[0036] The locking mechanism can be an electromagnetic brake, which is directly mounted at the tail or inside the drive motor and coaxial with the output shaft. When the drive motor is de-energized, the electromagnet of the electromagnetic brake loses its magnetic force. At this time, the spring inside the electromagnetic brake pushes the friction plate to press against the brake disc, and then locks the output shaft 3012 of the drive motor through a large frictional force. When it is necessary to release the lock, the electromagnetic brake is energized, and the electromagnet of the electromagnetic brake generates magnetic force, thereby overcoming the elastic force of the spring inside the electromagnetic brake, and thus pulling the friction plate back, thereby releasing the output shaft 3012 of the drive motor, which can then rotate freely.
[0037] In some implementations, such as Figure 7 As shown, the second drive assembly includes at least one electric strut 3025 electrically connected to the controller; the two ends of each electric strut 3025 are respectively hinged to the bulkhead of the power compartment 20 and the radiator 201; the radiator 201 is hinged to the bulkhead of the power compartment via a rotary hinge. The controller controls the extension and retraction of the electric strut 3025, which guides the radiator 201 to rotate around the rotating hinge when the electric strut 3025 extends and retracts.
[0038] See also Figure 7 , Figure 7The flight direction F of the aircraft shown is -X, and the heat dissipation surface P of the radiator 201 is perpendicular to the flight direction F. When the fuselage 10 of the aircraft tilts downward (but the flight direction F is still -X), the heat dissipation surface P of the radiator 201 is no longer perpendicular to the flight direction F, and the heat dissipation effect of the radiator 201 is poor. At this time, the controller controls the electric strut 3025 to extend according to the tilt angle. The extension of the electric strut 3025 causes the radiator 201 to rotate around the rotating hinge until it reaches the position shown. Figure 8 The state shown. Figure 8 The heat dissipation surface of the heat sink 201 shown is perpendicular to the flight direction F, resulting in better heat dissipation.
[0039] In some embodiments, two electric struts 3025 may be provided, namely a first electric strut and a second electric strut. The first electric strut extends and retracts along a first direction, and the second electric strut extends and retracts along a second direction; the first direction and the second direction are set at an angle. For example, the first direction may be as follows: Figure 7 The X direction is shown, and the second direction can be as follows: Figure 7 The Y direction is shown. Therefore, the first electric strut can guide the radiator 201 along... Figure 7 As shown in the arc rotation, the second electric strut can guide the radiator 201 to rotate from the inside out or from the outside in from the screen.
[0040] Based on the aircraft described in the above embodiments, this application also provides a method for heat dissipation of an aircraft, such as... Figure 9 As shown, the heat dissipation method includes the following steps: Step S101: Determine whether the flight direction F of the aircraft has changed, and determine whether the fuselage 10 of the aircraft is tilted; Step S102: When the flight direction F of the aircraft changes, obtain the rotation angle of the flight direction F; based on the rotation angle, control the movement of the first drive component 301 to drive the power pod 20 to rotate relative to the fuselage 10; or Step S103: When the fuselage 10 of the aircraft tilts, obtain the tilt angle of the fuselage 10; control the movement of the second drive component based on the tilt angle to drive the radiator 201 to tilt; so that the heat dissipation surface P of the radiator 201 remains in the windward state and perpendicular to the flight direction F of the aircraft. Step S104: When the flight direction F of the aircraft changes, obtain the rotation angle of the flight direction F of the aircraft; control the first drive component 301 to move based on the rotation angle to drive the power nacelle 20 to rotate relative to the fuselage 10; and when the fuselage 10 of the aircraft tilts, obtain the tilt angle of the fuselage 10; control the second drive component to move based on the tilt angle to drive the radiator 201 to tilt; so that the heat dissipation surface P of the radiator 201 remains in the windward state and perpendicular to the flight direction F of the aircraft.
[0041] The detection component 40 detects changes in the aircraft's flight direction F and tilt angle. The detection component 40 can be divided into a first sensor for measuring the rotation angle of the flight direction F and a second sensor for measuring the tilt angle of the fuselage 10. The first sensor can be a magnetometer. The first sensor can send the aircraft's heading angle to the controller at a preset frequency, and then compare the heading angle difference between consecutive moments. If the heading angle difference exceeds a threshold, it indicates that the aircraft's flight direction F has changed. This heading angle difference is the rotation angle of the flight direction F.
[0042] The heat dissipation method in some embodiments of this application may include three scenarios: The first type involves a detection component 40 that only detects changes in the aircraft's flight direction F, specifically the rotation angle of the flight direction F. For example, Figure 1 The aircraft initially flies along the -X direction (F) with its fuselage horizontal. When the aircraft changes its flight direction (F) from -X to -Y, the heat dissipation surface P of the radiator 201 is parallel to the flight direction (F), resulting in poor heat dissipation. The angle detection component 40 detects a rotation angle of -90° in the flight direction (F), meaning the aircraft has changed from forward to rightward flight. The angle detection component 40 sends the detected rotation angle to the controller. Based on the rotation angle of -90°, the controller controls the first drive component 301 to rotate the power nacelle 20 relative to the fuselage 10 around the Z-axis by -90°, restoring the heat dissipation surface P of the radiator 201 to be perpendicular to the flight direction (F), thereby improving the heat dissipation efficiency of the radiator 201.
[0043] The second type involves the detection component 40 detecting only the tilt of the fuselage 10, that is, only detecting the tilt angle of the fuselage 10. For example, Figure 1 The aircraft initially flies in the -X direction along the flight direction F, with its fuselage remaining horizontal. The aircraft then... Figure 1 Switching to the initial state Figure 2 In the flight state shown, the fuselage l of the aircraft is tilted at an angle of 10° relative to the horizontal line (at this time, the flight direction F of the aircraft is still in the -X direction. If the flight direction F and the tilt angle with the horizontal line are 10°, then the heat dissipation surface P of the heat sink 201 is still perpendicular to the flight direction F, and no rotation or tilting operation is required). Since the heat dissipation surface P of the heat sink 201 is not perpendicular to the flight direction F, the movement of the second drive component can be controlled to tilt the heat sink 201 10° in the opposite direction of the flight direction F, resulting in the following... Figure 3 The state shown, Figure 3 The heat dissipation surface P of the radiator 201 is in the windward position and the heat dissipation surface P is perpendicular to the flight direction F.
[0044] The third type involves the detection component 40 detecting both a change in the aircraft's flight direction F and a tilt of the fuselage 10; that is, detecting both the rotation angle of the flight direction F and the tilt angle of the fuselage 10. For example, Figure 1 The aircraft initially flies along the -X direction (F) with its fuselage horizontal. The aircraft changes its flight direction (F) from -X to -Y, and its fuselage (l) tilts at a 10° angle relative to the horizontal. At this point, the first drive assembly 301 first rotates the power nacelle 20 around the Z-axis by -90° relative to the fuselage (this process ensures the radiator 201's cooling surface is facing the wind). Then, the second drive assembly is controlled to move so that the radiator 201's cooling surface (P) is perpendicular to the flight direction (F). Through these two angular adjustments, the radiator 201's cooling surface (P) is always facing the wind, thus improving its cooling efficiency.
[0045] In some implementations, such as Figure 10 As shown, when the first drive assembly 301 includes a drive motor 3011 and its driven transmission assembly; controlling the movement of the first drive assembly 301 based on the rotation angle specifically includes: Step S201: Based on the rotation angle, determine the rotation direction and rotation angle that the power compartment 20 needs to compensate for; Step S202: Based on the rotation direction and rotation angle that the power compartment 20 needs to compensate for and the transmission ratio of the transmission components, calculate the target rotation direction and target rotation angle that the drive motor needs to output. Step S203: Control the drive motor to rotate the target rotation angle in the target rotation direction.
[0046] For example, such as Figure 1As shown, when the aircraft's flight direction F is -X, the heat dissipation surface P of the radiator 201 is perpendicular to the flight direction F, resulting in good heat dissipation. When the aircraft's flight direction F changes from -X to -Y, the heat dissipation surface P of the radiator 201 becomes parallel to the flight direction F, leading to poor heat dissipation. Therefore, the heat dissipation surface P of the radiator 201 needs to be rotated to be perpendicular to the flight direction F. The rotation angle is -90° (if changing from -X to +Y, the rotation angle is +90°). Since the flight direction F rotates clockwise, and the rotation angle is 90 degrees, it can be determined that the rotation direction that the power compartment 20 needs to compensate for is also clockwise, and the required compensation angle is also 90°. The target rotation direction of the drive motor is the same as the rotation direction that the power compartment 20 needs to compensate for. The target rotation angle of the drive motor = the required compensation rotation angle * the transmission ratio of the transmission assembly (for example, it can be 2, then the target rotation angle of the drive motor is 180°). Finally, the drive motor is controlled based on the obtained target rotation direction and target rotation angle. This allows the heat dissipation surface P of the radiator 201 to be rotated to be perpendicular to the flight direction F.
[0047] In some embodiments, the first drive assembly 301 further includes a locking mechanism for locking the output shaft of the drive motor and the body of the drive motor; The heat dissipation method for the aircraft, based on controlling the movement of the first drive component 301 by rotation angle, also includes: In response to the active stabilization signal, the aircraft is controlled to enter the active stabilization mode, in which the drive motor is controlled to rotate the target rotation angle in the target rotation direction; In response to a lock signal, the aircraft is controlled to enter a lock mode. In this lock mode, the drive motor is de-energized, and the locking mechanism locks the output shaft of the drive motor and / or the power input of the transmission assembly. Specifically, different operation buttons can be assigned to correspond to the active stabilization mode and the lock mode, respectively. When the operator operates the active stabilization mode button, i.e., inputs an active stabilization signal, the aircraft is controlled to enter active stabilization mode. When the operator operates the lock mode button, i.e., inputs a lock signal, the aircraft is controlled to enter lock mode. In some embodiments, the radiator position can only be adjusted after the aircraft is controlled to enter active stabilization mode.
[0048] In some implementations, such as Figure 7 As shown, the second drive assembly includes at least one electric strut 3025; the electric strut 3025 is connected to the bulkhead of the power compartment 20 and the radiator 201, respectively. The movement of the second drive component is controlled based on the tilt angle, specifically including: Determine the target elongation of the electric strut 3025 based on the tilt angle; Based on the target elongation, control the extension and retraction of the electric strut 3025.
[0049] The target elongation of the electric strut 3025 is determined based on the tilt angle, specifically including: The target elongation is obtained by querying the pre-stored telescopic mapping table based on the tilt angle; the telescopic mapping table records the mapping relationship between the tilt angle and the elongation of the electric strut.
[0050] In some embodiments, the tilt angle includes a pitch angle (the aircraft rotates about the Y-axis) and a roll angle (the aircraft rotates about the X-axis); in the case where the second drive assembly includes a first electric strut and a second electric strut, the first electric strut extending in a first direction (X-direction) and the second electric strut extending in a second direction (Y-direction); The movement of the second drive component is controlled based on the tilt angle, specifically including: Based on the pitch angle, determine the first target elongation of the first electric strut, and based on the roll angle, determine the second target elongation of the second electric strut. Based on the first target elongation, control the extension and retraction of the first electric strut; Based on the second target elongation, control the extension and retraction of the second electric strut.
[0051] If the aircraft rotates around the X-axis and the Y-axis at the same time, the first electric strut can be used to push the radiator 201 in the first direction, and the second electric strut can be used to push the radiator 201 in the second direction. This not only ensures that the heat dissipation surface P of the radiator 201 is always perpendicular to the flight direction F, but also ensures that the heat dissipation surface P of the radiator 201 is always perpendicular to the flight direction F in a fixed posture.
[0052] For example, such as Figure 11 The coolant flow in the cooling channels 2011 of the radiator 201 shown relies on gravity. Therefore, keeping the cooling channels vertical is beneficial for coolant flow, resulting in better heat dissipation. However, if the radiator 201 rotates around the X-axis and Y-axis, the cooling channels 2011 will no longer be vertical, thus affecting the heat dissipation effect. In this case, the first and second electric support rods can be used to push the radiator 201 in the X and Y directions respectively, restoring the radiator 201 to a completely vertical state. This restores the cooling channels to a completely vertical state, ensuring the cooling effect of the cooling channels and thus improving the heat dissipation performance of the radiator 201.
[0053] Some embodiments of this application provide a computer-readable storage medium for implementing the above-described heat dissipation method. The computer-readable storage medium (e.g., optical disc, hard disk, server, etc.) stores a computer program. When the computer program is executed by one or more processors (e.g., the CPU (Central Processing Unit) of a server, personal computer, smartphone, etc.), it implements the above-described heat dissipation method. Figure 9 The steps of the heat dissipation method described in the illustrated embodiment include: Step S101: Determine whether the flight direction F of the aircraft has changed, and determine whether the fuselage 10 of the aircraft is tilted; Step S102: When the flight direction F of the aircraft changes, obtain the rotation angle of the flight direction F; based on the rotation angle, control the movement of the first drive component 301 to drive the power pod 20 to rotate relative to the fuselage 10; or Step S103: When the fuselage 10 of the aircraft tilts, obtain the tilt angle of the fuselage 10; control the movement of the second drive component based on the tilt angle to drive the radiator 201 to tilt; so that the heat dissipation surface P of the radiator 201 remains in the windward state and perpendicular to the flight direction F of the aircraft. Step S104: When the flight direction F of the aircraft changes, obtain the rotation angle of the flight direction F of the aircraft; control the first drive component 301 to move based on the rotation angle to drive the power nacelle 20 to rotate relative to the fuselage 10; and when the fuselage 10 of the aircraft tilts, obtain the tilt angle of the fuselage 10; control the second drive component to move based on the tilt angle to drive the radiator 201 to tilt; so that the heat dissipation surface P of the radiator 201 remains in the windward state and perpendicular to the flight direction F of the aircraft.
[0054] It is understood that when the computer program is executed by the processor, it can achieve all the technical solutions and beneficial effects in the foregoing method embodiments.
[0055] Those skilled in the art will understand that all or part of the steps of the methods described in the above embodiments can be implemented by a program instructing related hardware. This program is stored in a storage medium and includes several instructions to cause a device (which may be a microcontroller, chip, etc.) or processor to execute all or part of the steps of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as a USB flash drive, a portable hard drive, a read-only memory (ROM), a random access memory (RAM), a magnetic disk, or an optical disk.
[0056] It should be noted that the descriptions of each embodiment in the above embodiments have different focuses. For parts that are not described in detail in a certain embodiment, please refer to the relevant descriptions in other embodiments.
[0057] The above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application.
[0058] Although preferred embodiments have been described in this specification, those skilled in the art, upon learning the basic inventive concept, can make other changes and modifications to these embodiments. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments as well as all changes and modifications falling within the scope of this specification.
[0059] Obviously, those skilled in the art can make various modifications and variations to this specification without departing from its spirit and scope. Therefore, if such modifications and variations fall within the scope of the claims and their equivalents, this specification is also intended to include such modifications and variations.
Claims
1. An aircraft, characterized in that, include: body; The power nacelle, rotatably connected to the fuselage, is used to provide flight power to the aircraft; A first drive assembly is connected to the fuselage, and the first drive assembly drives the power compartment to rotate relative to the fuselage; A radiator, movably connected to the power compartment, is used to dissipate heat from the power compartment; The second drive assembly is used to drive the radiator to tilt relative to the power compartment; A detection component for measuring the rotation angle of the flight direction of the aircraft and / or the tilt angle of the fuselage; The controller is communicatively connected to the detection component, the first drive component, and the second drive component. The controller controls the movement of the first drive component based on the rotation angle and / or controls the movement of the second drive component based on the tilt angle, so as to keep the heat dissipation surface of the radiator facing the wind and perpendicular to the flight direction of the aircraft when the flight direction and / or attitude of the aircraft changes.
2. The aircraft according to claim 1, characterized in that, The first drive assembly includes a planetary gear set mechanism and a drive motor; The fuselage is fixedly connected to the planetary carrier of the planetary gear set mechanism; the power compartment is fixedly connected to the internal gear ring of the planetary gear set mechanism. The drive motor is fixedly mounted on the machine body, and the output shaft of the drive motor is connected to the sun gear of the planetary gear set mechanism. The controller is electrically connected to the drive motor, and the controller controls the drive motor to rotate so as to drive the power compartment to rotate relative to the fuselage through the internal gear ring.
3. The aircraft according to claim 2, characterized in that, The first drive assembly further includes a locking mechanism, which can be used to lock the output shaft of the drive motor and / or the sun gear.
4. The aircraft according to any one of claims 1-3, characterized in that, The second drive assembly includes at least one electric strut electrically connected to the controller; the two ends of each electric strut are respectively hinged to the bulkhead of the power compartment and the radiator. The radiator is hinged to the bulkhead of the power compartment via the rotary hinge; the controller controls the extension and retraction of the electric strut, which guides the radiator to rotate around the rotary hinge during extension and retraction.
5. The aircraft according to claim 4, characterized in that, The electric support rod is provided in two parts, namely a first electric support rod and a second electric support rod. The first electric support rod extends and retracts along a first direction, and the second electric support rod extends and retracts along a second direction. The first direction and the second direction are set at an angle.
6. A heat dissipation method applied to an aircraft according to any one of claims 1-5, characterized in that, The heat dissipation method includes the following steps: When the flight direction of the aircraft changes, the rotation angle of the flight direction of the aircraft is obtained; based on the rotation angle, the first drive component is controlled to move to drive the power pod to rotate relative to the fuselage; and / or When the fuselage of the aircraft tilts, the tilt angle of the fuselage is obtained; based on the tilt angle, the movement of the second drive component is controlled to drive the radiator to tilt; so that the heat dissipation surface of the radiator is kept in a windward state and perpendicular to the flight direction of the aircraft.
7. The heat dissipation method for an aircraft according to claim 6, characterized in that, When the first driving component includes a drive motor and its driven transmission component; controlling the movement of the first driving component based on the rotation angle specifically includes: Based on the rotation angle, determine the rotation direction and rotation angle that the power compartment needs to compensate for; Based on the rotation direction and rotation angle that the power compartment needs to compensate for and the transmission ratio of the transmission assembly, calculate the target rotation direction and target rotation angle that the drive motor needs to output. Control the drive motor to rotate the target rotation angle in the target rotation direction.
8. The heat dissipation method for an aircraft according to claim 7, characterized in that, In the case where the first drive assembly further includes a locking mechanism for locking the output shaft of the drive motor and the body of the drive motor; The heat dissipation method for the aircraft, which controls the movement of the first drive component based on the rotation angle, further includes: In response to an active stabilization signal, the aircraft is controlled to enter an active stabilization mode, wherein, in the active stabilization mode, the drive motor is controlled to rotate the target rotation angle in the target rotation direction; In response to a lock signal, the aircraft is controlled to enter a lock mode, wherein, in the lock mode, the drive motor is controlled to be de-energized, and the locking mechanism is controlled to lock the output shaft of the drive motor and / or the power input of the transmission assembly.
9. The heat dissipation method for an aircraft according to any one of claims 6-8, characterized in that, In the case where the second drive assembly includes at least one electric strut; the electric strut is connected to the bulkhead of the power compartment and the radiator respectively; The control of the movement of the second drive component based on the tilt angle specifically includes: The target elongation of the electric strut is determined based on the tilt angle. The extension and retraction of the electric strut are controlled based on the target elongation.
10. The heat dissipation method for an aircraft according to claim 9, characterized in that, The tilt angle includes pitch angle and roll angle; in the case where the second drive assembly includes a first electric strut and a second electric strut, the extension direction of the first electric strut extends along a first direction, and the extension direction of the second electric strut extends along a second direction. The control of the movement of the second drive component based on the tilt angle specifically includes: Based on the pitch angle, a first target elongation of the first electric strut is determined, and based on the roll angle, a second target elongation of the second electric strut is determined. Based on the first target elongation, control the extension and retraction of the first electric strut; Based on the second target elongation, control the extension and retraction of the second electric strut.
11. A computer-readable storage medium storing a computer program thereon, characterized in that, When the computer program is executed by a processor, it implements the steps of the method as described in any one of claims 6 to 10.