Rotor assembly and aircraft

Abstract

The application discloses a rotor assembly and an aircraft, wherein the rotor assembly comprises a hub, a first inertia transmission assembly connected with the hub, a first blade connected with the first inertia transmission assembly, a second inertia transmission assembly connected with the hub, and a second blade connected with the second inertia transmission assembly; when the hub rotates around its rotation axis, the hub can drive the first blade to rotate through the first inertia transmission assembly and drive the second blade to rotate through the second inertia transmission assembly; wherein when the hub has an acceleration, the first inertia transmission assembly can drive the first blade to rotate under the action of inertia and increase the angle of attack of the first blade, and the second inertia transmission assembly can drive the second blade to rotate under the action of inertia and decrease the angle of attack of the second blade, so that the effect of variable pitch of the rotor system of the aircraft can be achieved without relying on a traditional swash plate, and the rotor assembly is simple in structure and high in reliability.

Description

Technical Field

[0001] The present application relates to the field of aircraft, and in particular to an inertial control rotor assembly and an aircraft having the rotor assembly. Background Art

[0002] The swash plate is a special device used in most aircraft control systems to control the rotor collective pitch and blade cyclic pitch to achieve the aircraft's up and down, forward and backward, and left and right movement.

[0003] In conventional aircraft, such as helicopters, a swash plate is used to adjust the pitch of the helicopter's rotor, thereby generating a lift difference in different quadrants of the helicopter's rotation plane, thereby changing the helicopter's flight direction.

[0004] Therefore, conventional aircraft rotor systems require a swashplate to achieve variable pitch. However, swashplates often occupy a large space and have a complex structure. Repairs are difficult and costly in the event of a malfunction, and the structural stability is difficult to guarantee.

[0005] In summary, there is currently a need for a rotor assembly with a simpler structure, lower cost than the swash plate, and more stable structure to replace the traditional aircraft swash plate and also achieve the control of the flight direction of the aircraft. Summary of the Invention

[0006] The present invention provides a rotor assembly which can achieve the effect of variable pitch of a helicopter rotor system without relying on a traditional swash plate.

[0007] To solve the above technical problems, the present application provides a rotor assembly, comprising:

[0008] oar seat;

[0009] a first inertia transmission assembly connected to the paddle seat;

[0010] a first blade connected to the first inertial transmission assembly;

[0011] a second inertia transmission assembly connected to the paddle seat;

[0012] a second blade connected to the second inertial transmission assembly;

[0013] When the propeller seat rotates around its rotation axis, it can drive the first blade to rotate through the first inertia transmission component, and drive the second blade to rotate through the second inertia transmission component; wherein, when the propeller seat decelerates, the first inertia transmission component can drive the first blade to rotate under the action of inertia, thereby increasing the angle of attack of the first blade, and the second inertia transmission component can drive the second blade to rotate under the action of inertia, thereby reducing the angle of attack of the second blade; when the propeller seat accelerates after deceleration, the first inertia transmission component can drive the first blade to rotate under the action of inertia, thereby reducing the angle of attack of the first blade, and the second inertia transmission component can drive the second blade to rotate under the action of inertia, thereby increasing the angle of attack of the second blade.

[0014] The present invention also provides an aircraft, comprising an aircraft body, a receiver, a controller, a brushless motor, an angle sensor, and a rotor assembly provided by the present invention; the rotor assembly is connected to the brushless motor;

[0015] Among them, the brushless motor drives the rotor assembly to rotate; the angle sensor detects the rotation angle of the brushless motor and sends the rotation angle information to the controller; the receiver receives the control signal and sends it to the controller; the controller controls the braking position and braking period of the brushless motor according to the control signal and the rotation angle information to realize the periodic pitch change of the rotor assembly.

[0016] The beneficial effects of the present application are as follows: when the propeller seat rotates around its rotation axis, the first blade and the second blade can be driven to rotate through the first inertia transmission assembly and the second inertia transmission assembly; when the propeller seat has acceleration, the first inertia transmission assembly and the second inertia transmission assembly can drive the first blade and the second blade to rotate under the action of inertia, thereby changing the angle of attack of the first blade and the angle of attack of the second blade, so that the effect of changing the pitch of the helicopter rotor system can be achieved without relying on the traditional swash plate, and the rotor assembly has a simple structure and high reliability. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the following briefly introduces the drawings required for describing the embodiments. Obviously, the drawings described below are only some embodiments of the present application. Those skilled in the art can also derive other drawings based on these drawings without inventive work, among which:

[0018] Figure 1 This is a front view of an embodiment of a rotor assembly of the present invention;

[0019] Figure 2 This is a structural diagram of an inertial transmission assembly according to an embodiment of the rotor assembly of the present invention;

[0020] Figure 3 This is a structural connection diagram of a first inertial transmission assembly of an embodiment of a rotor assembly of the present invention;

[0021] Figure 4 This is a structural connection diagram of the second inertial transmission assembly of an embodiment of the rotor assembly of the present invention;

[0022] Figure 5 1 is a schematic diagram of pitch change of an embodiment of a rotor assembly of the present invention in a certain motion state;

[0023] Figure 6 This is a structural diagram of a propeller seat of an embodiment of a rotor assembly of the present invention;

[0024] Figure 7 are front views of other embodiments of the rotor assembly of the present invention;

[0025] Figure 8 is a perspective view of region I of an embodiment of a rotor assembly of the present invention;

[0026] Figure 9 is a front view of the aircraft of the present invention;

[0027] Figure 10 It is a structural diagram of the aircraft of the present invention without the fuselage.

[0028] Reference numerals: 10 first inertia transmission assembly, 20 second inertia transmission assembly, 30 first paddle, 40 second paddle, 50 paddle seat, 60 first mounting seat, 70 second mounting seat, 80 first inertia member, 81 first lever, 90 second inertia member, 91 second lever, 11 first hinge seat, 21 second hinge seat, 12 first paddle clamp, 22 second paddle clamp, α first included angle, β second included angle β, 101 first connecting portion, 102 second connecting portion, 201 third connecting portion, 204 fourth connecting portion , 51 fixed seat, 52 connecting plate, 121 first clamping part, 221 second clamping part, 131 third clamping part, 231 fourth clamping part, 300 first gear transmission assembly, 400 second gear transmission assembly, 301 first driving gear, 302 first driven gear, 401 second driving gear, 402 second driven gear, 130 first rotating shaft, 140 second rotating shaft, 230 third rotating shaft, 240 fourth rotating shaft, 01 body, 02 rotor assembly, 03 brushless motor, 04 control module. DETAILED DESCRIPTION

[0029] The following will be combined with the drawings in the embodiments of this application to clearly and completely describe the technical solutions in the embodiments of this application. Obviously, the embodiments described are only part of the embodiments of this application, not all of the embodiments. Based on the embodiments in this application, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of this application.

[0030] The terms "first" and "second" in this application are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the quantity of the technical features indicated. Thus, a feature specified as "first" or "second" may explicitly or implicitly include at least one of such features. Furthermore, the terms "including," "having," and any variations thereof are intended to cover non-exclusive inclusions.

[0031] References herein to "embodiments" mean that a particular feature, structure, or characteristic described in connection with the embodiments may be included in at least one embodiment of the present application. The appearance of this phrase in various places in the specification does not necessarily refer to the same embodiment, nor does it constitute an independent or alternative embodiment that is mutually exclusive of other embodiments. It is understood, both explicitly and implicitly, by those skilled in the art that the embodiments described herein may be combined with other embodiments.

[0032] like Figure 1 As shown, an embodiment of the present invention provides a rotor assembly, which may include a propeller base 50, a first inertial transmission assembly 10, a first blade 30, a second inertial transmission assembly 20, and a second blade 40. It is understood that the number of inertial transmission assemblies and blades in the rotor assembly provided by the present invention is not limited to two, and may also be three or four. In this embodiment, two inertial transmission assemblies and two blades are used as an example for description.

[0033] The first inertial transmission assembly 10 is connected to the paddle seat 50 , the first blade 30 is connected to the first inertial transmission assembly 10 , the second inertial transmission assembly 20 is connected to the paddle seat 50 , and the second blade 40 is connected to the second inertial transmission assembly 20 .

[0034] When the paddle seat 50 rotates around its rotation axis, it can drive the first paddle 30 to rotate through the first inertia transmission assembly 10 and simultaneously drive the second paddle 40 to rotate through the second inertia transmission assembly 20 .

[0035] When the propeller seat 50 rotates around its rotation axis at a certain initial velocity, the first inertial transmission assembly 10 , the first blade 30 , the second inertial transmission assembly 20 , and the second blade 40 all rotate around the axis of the propeller seat 50 .

[0036] At this point, a deceleration is applied to the propeller base 50. Under the action of inertia, the first inertial transmission assembly 10 can drive the first blade 30 to rotate, thereby increasing the angle of attack of the first blade 30. Under the action of inertia, the second inertial transmission assembly 20 can drive the second blade 40 to rotate, thereby reducing the angle of attack of the second blade 40. The extent to which the angle of attack of the first blade 30 is increased and the extent to which the angle of attack of the second blade 40 is reduced is related to the initial velocity and deceleration of the propeller base 50, as well as its own structure and the structure of the inertial transmission assembly. The extent of the change in the angle of attack is not limited here.

[0037] The magnitude of the change in the angle of attack of the first blade 30 and the second blade 40 can be controlled by controlling the magnitude of the initial velocity and the deceleration.

[0038] The angle of attack of the first blade 30 increases, and the lift on the blade surface of the first blade 30 increases; the angle of attack of the second blade 40 decreases, and the lift on the blade surface of the second blade 40 decreases. At this time, the rotor assembly as a whole tilts toward the direction of the first blade 30.

[0039] Similarly, the angle of inclination is related to the magnitude of the change in the angle of attack; similarly, the initial velocity and deceleration can be controlled to control the degree of inclination of the rotor assembly.

[0040] After the propeller seat 50 decelerates, the first blade 30 rotates relative to the first inertia transmission assembly 10, and the second blade 40 rotates relative to the second inertia transmission assembly 20. At this time, the propeller seat 50 is accelerated again. The first inertia transmission assembly 10 can drive the first blade 30 to rotate under the action of inertia, thereby reducing the angle of attack of the first blade 30. The second inertia transmission assembly 20 can drive the second blade 40 to rotate under the action of inertia, thereby increasing the angle of attack of the second blade 40.

[0041] The angle of attack of the first blade 30 decreases, and the lift on the blade surface of the first blade 30 decreases; the angle of attack of the second blade 40 increases, and the lift on the blade surface of the second blade 40 decreases. At this time, the rotor assembly as a whole tilts toward the direction of the second blade 40.

[0042] Because after the propeller seat 50 decelerates, the rotor assembly as a whole tilts toward the first blade 30, and after acceleration, the rotor assembly tilts toward the second blade 40, that is, the rotor assembly returns to its original flight state.

[0043] If an instantaneous deceleration is periodically applied to the propeller seat 50 at the same rotation position of the uniformly rotating propeller seat 50, the rotor assembly can be tilted in a certain direction as a whole, and then quickly restore the initial motion state after the tilt, until the propeller seat 50 rotates to the corresponding position and the rotor assembly tilts in the same direction as before.

[0044] like Figures 2 to 4As shown, in some embodiments, the first inertial transmission assembly 10 may include a first hinge seat 11 and a first paddle clamp 12 , and the second inertial transmission assembly 20 may include a second hinge seat 21 and a second paddle clamp 22 .

[0045] See Figure 3 and Figure 4 The first hinge seat 11 is connected to the paddle seat 50, one end of the first paddle clamp 12 is connected to the first hinge seat 11 through the first oblique shaft 110, the second hinge seat 21 is connected to the paddle seat 50, and one end of the second paddle clamp 22 is connected to the second hinge seat 11 through the second oblique shaft 210.

[0046] When the propeller seat 50 decelerates, the first propeller clamp 12 and the first blade 30 rotate in the direction of the initial velocity around the first oblique axis 110 due to the action of inertia, thereby increasing the angle of attack of the first blade 30; thereafter, the propeller seat 50 is accelerated, and the first propeller clamp 12 and the first blade 30 rotate in the lagging direction around the first oblique axis 110 due to the action of inertia, thereby reducing the angle of attack of the first blade 30.

[0047] When the propeller seat 50 decelerates, the second propeller clamp 22 and the second blade 40 rotate in the direction of the initial velocity around the second oblique axis 210 due to the action of inertia, thereby reducing the angle of attack of the second blade 40; thereafter, the propeller seat 50 is accelerated, and the second propeller clamp 22 and the second blade 40 rotate in the lagging direction around the second oblique axis 210 due to the action of inertia, thereby increasing the angle of attack of the second blade 40.

[0048] In some embodiments, continue to refer to Figure 3 and Figure 4 The first hinge seat 11 includes a first connecting part 101 and a second connecting part 102, one end of the first connecting part 101 is rigidly connected to one end of the second connecting part 102, and a first angle α is formed between the first connecting part 101 and the second connecting part 102; the second hinge seat 21 includes a third connecting part 201 and a fourth connecting part 202, one end of the third connecting part 201 is rigidly connected to one end of the fourth connecting part 202, and a second angle β is formed between the third connecting part 201 and the fourth connecting part 202.

[0049] The first angle α is greater than 90° and less than 180°, preferably 120°-150°, such as 130°, 145° or 150°.

[0050] The second angle β is greater than 90° and less than 180°, preferably 120°-150°, such as 130°, 145° or 150°, and the first angle α is equal to the second angle β.

[0051] The first connection part 101 and the third connection part 201 are located on the same straight line and in the rotation plane of the first blade 30 and the second blade 40. The second connection part 102 is bent in the direction close to the paddle seat 50, and the fourth connection part 202 is bent in the direction away from the paddle seat 50. The second connection part 102 is parallel to the fourth connection part 202, that is, the first angle α and the second angle β can be achieved by simple translation to be mutually opposite angles.

[0052] The first slanted axis 110 is perpendicularly disposed on the second connecting portion 102, and the second slanted axis 210 is perpendicularly disposed on the fourth connecting portion 202. The first slanted axis 110 is parallel to the second slanted axis 210 and is not parallel to the rotation plane of the propeller seat 50 or the rotation plane of the first blade 30 and the second blade 40. The angle between the rotation plane of the first blade 30 and the second blade 40 and the first slanted axis 110 can be greater than or equal to 30° and less than or equal to 60°. In one embodiment, the angle between the rotation plane of the first blade 30 and the second blade 40 and the first slanted axis 110 is 45°.

[0053] Because the first oblique axis 110 is parallel to the second oblique axis 210 and is not parallel to the rotation plane of the propeller seat 50, after the propeller seat 50 is decelerated, the first propeller clamp 12 and the first blade 30 can rotate around the first oblique axis 110 in the direction of the initial velocity under the action of inertia force, thereby increasing the angle of attack of the first blade 30; the second propeller clamp 22 and the second blade 40 can rotate around the second oblique axis 210 in the direction of the initial velocity under the action of inertia force, thereby reducing the angle of attack of the second blade 40.

[0054] Because the first oblique axis 110 is parallel to the second oblique axis 210 and is not parallel to the rotation plane of the propeller seat 50, when the propeller seat 50 accelerates after deceleration, the first propeller clamp 12 and the first blade 30 can rotate in the lagging direction around the rotation axis of the first oblique axis 110 under the action of inertia force, thereby reducing the angle of attack of the first blade 30; the second propeller clamp 22 and the second blade 40 can rotate in the lagging direction around the rotation axis of the second oblique axis 210 due to the action of inertia force, thereby increasing the angle of attack of the second blade 40.

[0055] The first angle α is equal to the second angle β, the second connection portion 102 is bent toward the paddle seat 50, and the fourth connection portion 202 is bent away from the paddle seat 50, which means that the second connection portion 102 can be parallel to the fourth connection portion 202.

[0056] The first connection portion 101 and the third connection portion 201 are parallel to the rotation plane of the paddle seat 50 . When the paddle seat 50 rotates around its axis, the rotation plane of the first connection portion 101 and the third connection portion 201 is parallel to the rotation plane of the paddle seat 50 .

[0057] In some embodiments, see Figures 2 to 4 The first paddle clamp 12 further includes a first clamping portion 121, and the second paddle clamp 22 further includes a second clamping portion 221. The first clamping portion 121 clamps the second connecting portion 102, with its ends located at the ends of the first rotating shaft 110. The second clamping portion 221 clamps the fourth connecting portion 202, with its ends located at the ends of the second rotating shaft 210. It is understood that clamping portions may also be provided on the second connecting portion 102 and the fourth connecting portion 202 to clamp the ends of the first paddle clamp 12 and the second paddle clamp 22. Alternatively, both the paddle clamp and the connecting portion may be provided with clamping portions.

[0058] In some embodiments, continue to refer to Figure 5 The first hinge seat 11 is rotationally connected to the paddle seat 50 through a rotating shaft, and the second hinge seat 21 is rotationally connected to the paddle seat 50 through a rotating shaft, so that the first hinge seat 11 can rotate in a rotation plane perpendicular to the paddle seat 50, and the second hinge seat 21 can rotate in a rotation plane perpendicular to the paddle seat 50, and the first hinge seat 11 and the second hinge seat 21 have the same rotation direction in a plane perpendicular to the rotation plane of the paddle seat 50.

[0059] Figure 5 This diagram illustrates the state of the rotor assembly after applying a transient deceleration to the uniformly rotating propeller base 50 in some embodiments. As the angle of attack of the first blade 30 increases, the lift it experiences increases, causing the first hinge base 11 to rotate within a rotational plane perpendicular to the propeller base 50 in a direction that increases the lift. As the angle of attack of the second blade 40 decreases, the lift it experiences decreases, causing the second hinge base 21 to rotate within a rotational plane perpendicular to the propeller base 50 in a direction that decreases the lift.

[0060] The rotation amplitude of the first hinge seat 11 and the second hinge seat 21 is controllable, and the rotation amplitude of the first hinge seat 11 and the second hinge seat 21 can be changed by controlling the magnitude of the change in the angle of attack of the first blade 30 and the second blade 40.

[0061] When the instantaneous deceleration disappears and the initial velocity is restored, the angle of attack of the first blade 30 becomes smaller, the lift it receives becomes smaller, and the first hinge seat 11 rotates in the direction of reducing the lift in the rotation plane perpendicular to the propeller seat 50; the angle of attack of the second blade 40 increases, the lift it receives becomes larger, and the second hinge seat 21 rotates in the direction of increasing the lift in the rotation plane perpendicular to the propeller seat 50 until it returns to the initial motion state.

[0062] In some embodiments, see Figure 6The paddle base 50 further includes a fixing base 51 and a connecting plate 52 connected to the fixing base 51. The first connecting portion 101 further includes a third clamping portion 131. The third clamping portion 201 clamps the connecting plate 52 to form a connection between the first connecting portion and the paddle base 50. The third connecting portion 201 further includes a fourth clamping portion 231. The fourth clamping portion 231 clamps the connecting plate 52 to form a connection between the third connecting portion 201 and the paddle base 50. It is understood that the clamping portion may be provided on the connecting plate 52, or on both the connecting plate 52 and the connecting portion.

[0063] When the first hinge seat 11 and the paddle seat 50 are rotationally connected via the rotation axis, the third clamping portion 131 can be used to clamp the two ends of the connecting plate 52 as the two ends of the rotation axis, so that the first hinge seat 11 can rotate within a rotation plane perpendicular to the paddle seat 50. When the second hinge seat 21 and the paddle seat 50 are rotationally connected via the rotation axis, the fourth clamping portion 231 can be used to clamp the two ends of the connecting plate 52 as the two ends of the rotation axis, so that the second hinge seat 21 can rotate within a rotation plane perpendicular to the paddle seat 50.

[0064] In other embodiments, see Figure 7 and Figure 8 , Figure 8 for Figure 7 A perspective view of area I shows the first inertial transmission assembly 10 including a first mounting base 60, a first gear transmission assembly 300, a first paddle clip 12, and a first inertial member 80. The first gear transmission assembly 300 is mounted on the first mounting base 60. The first paddle clip 12 is connected to the first gear transmission assembly 300 at one end and to the first paddle 30 at the other end. The first inertial member 80 is connected to the first gear transmission assembly 300. The second inertial transmission assembly 20 includes a second mounting base 70, a second gear transmission assembly 400, a second paddle clip 22, and a second inertial member 90. The second gear transmission assembly 300 is mounted on the second mounting base 70. The second paddle clip 22 is connected to the second gear transmission assembly 400 at one end and to the second paddle 40 at the other end. The second inertial member 90 is connected to the second gear transmission assembly 400.

[0065] When the paddle seat 50 rotates around its axis, it can drive the first mounting seat 60, the first gear transmission assembly 300, the first paddle clamp 12, the first paddle blade 30, the first inertia member 80, the second mounting seat 70, the second gear transmission assembly 400, the second paddle clamp 22, the second paddle blade 40, and the second inertia assembly 90 to rotate together.

[0066] When the propeller seat 50 decelerates, the first inertia member 80 continues to rotate under the action of the inertial force, thereby driving the first gear transmission assembly 300 to rotate, and the first gear transmission assembly 300 drives the first propeller clamp 12 and the first propeller blade 30 to rotate, thereby increasing the angle of attack of the first propeller blade 30; the second inertia member 90 continues to rotate under the action of the inertial force, thereby driving the second gear transmission assembly 400 to rotate, and the second gear transmission assembly 400 drives the second propeller clamp 22 and the second propeller blade 40 to rotate, thereby reducing the angle of attack of the second propeller blade 40.

[0067] The angle of attack of the first blade 30 increases, and the lift on the blade surface of the first blade 30 increases; the angle of attack of the second blade 40 decreases, and the lift on the blade surface of the second blade 40 decreases. At this time, the rotor assembly as a whole tilts toward the direction of the first blade 30.

[0068] When the propeller seat 50 accelerates after deceleration, the first inertial member 80 drives the first gear transmission assembly 300 to rotate under the action of the inertial force, and the first gear transmission assembly 300 drives the first propeller clamp 12 and the first propeller blade 30 to rotate, thereby reducing the angle of attack of the first propeller blade 30; the second inertial member 90 drives the second gear transmission assembly 400 to rotate under the action of the inertial force, and the second gear transmission assembly 400 drives the second propeller clamp 22 and the second propeller blade 40 to rotate, thereby increasing the angle of attack of the second propeller blade 40.

[0069] The angle of attack of the first blade 30 decreases, and the lift on the surface of the first blade 30 decreases; the angle of attack of the second blade 40 increases, and the lift on the surface of the second blade 40 decreases. At this time, the rotor assembly as a whole tilts toward the direction of the second blade 40, and the rotor assembly returns to its original flight state.

[0070] In some embodiments, see also Figure 7 and Figure 8The first gear assembly 300 includes a first rotating shaft 130, a first driving gear 301, a second rotating shaft 140, and a first driven gear 302. The first rotating shaft 130 is rotatably connected to the first mounting base 60. The first end of the first rotating shaft 130 is connected to the first inertia member 80 via the first lever 81, and the second end is connected to the first driving gear 301. The second rotating shaft 140 is rotatably connected to the first mounting base 60 and is arranged perpendicular to the first rotating shaft 130. The first end of the second rotating shaft 140 is fixedly connected to the first paddle clamp 12, and the second end is rigidly connected to the first driven gear 302. The first driving gear 301 is meshed with the first driven gear 302. The second gear assembly 400 includes a third rotating shaft 230, a second driving gear 401, a fourth rotating shaft 240, and a second driven gear 402. The third rotating shaft 230 is rotatably connected to the second mounting base 70. The first end of the third rotating shaft 230 is connected to the second inertia member 90 via the second lever 91, and the second end is connected to the second driving gear 401. The fourth rotating shaft 240 is rotationally connected to the second mounting base 70 and is arranged perpendicular to the third rotating shaft 230. The first end of the fourth rotating shaft 240 is fixedly connected to the second paddle clamp 22, and the second end is rigidly connected to the second driven gear 402. The second driving gear 401 is meshed with the second driven gear 402.

[0071] When the first inertia member 80 moves under the action of inertia, it can drive the first rotating shaft 130 to rotate through the first lever 81. The first rotating shaft 130 drives the first driving gear 301 to rotate. The first driving gear 301 drives the first driven gear 302 to rotate, thereby rotating the second rotating shaft 140. The rotation of the second rotating shaft 140 drives the first paddle clamp 12 and the first blade 30 to rotate, ultimately changing the angle of attack of the first blade 30.

[0072] When the second inertia member 90 moves under the action of inertia force, it can drive the third rotating shaft 230 to rotate through the second lever 91. The third rotating shaft 230 drives the second driving gear 401 to rotate. The second driving gear 401 drives the second driven gear 402 to rotate, thereby rotating the fourth rotating shaft 240. The rotation of the fourth rotating shaft 240 drives the second paddle clamp 22 and the second paddle blade 40 to rotate, ultimately changing the angle of attack of the second paddle blade 40.

[0073] In some embodiments, the second rotating shaft 140 and the fourth rotating shaft 240 are parallel to the rotation surface of the paddle seat 50. When the paddle seat 50 drives the second rotating shaft 140 and the fourth rotating shaft 240 to rotate, the rotation surface of the second rotating shaft 140 around the rotation axis of the paddle seat 50 and the rotation surface of the fourth rotating shaft 240 around the rotation axis of the paddle seat 50 are parallel to each other. The rotation surface of the second rotating shaft 140 can also be in the same plane as the rotation surface of the fourth rotating shaft 240.

[0074] In some embodiments, the first rotation axis 130 and the second rotation axis 140 are located in the same plane, which is perpendicular to the rotation plane of the paddle seat 50 .

[0075] In some embodiments, the third rotation axis 230 and the fourth rotation axis 240 are located in the same plane, which is perpendicular to the rotation plane of the paddle seat 50 .

[0076] Optionally, the first rotating shaft 130 , the second rotating shaft 140 , the third rotating shaft 230 , and the fourth rotating shaft 240 may be located in the same plane, which is perpendicular to the rotation plane of the paddle seat 50 .

[0077] In some embodiments, the first rotation shaft 130 is located on a side of the second rotation shaft 140 away from the paddle seat, and the third rotation shaft 230 is located on a side of the fourth rotation shaft 240 away from the paddle seat 50. The first inertial member 80 is located on a side of the first paddle blade 30 away from the paddle seat 50, and the second inertial member 90 is located on a side of the second paddle blade 40 away from the paddle seat.

[0078] In some embodiments, there is a certain distance between the first rotating shaft 130 and the first inertia member 80 , and there is a certain distance between the third rotating shaft 230 and the second inertia member 90 .

[0079] Optionally, the distance between the first rotating shaft 130 and the first inertia member 80 can be adjusted by the length of the first lever 81, and the distance between the third rotating shaft 230 and the second inertia member 90 can be adjusted by the length of the second lever 91. This distance can allow the first inertia member 80 and the second inertia member 90 to generate inertial motion when the paddle seat 50 is decelerated.

[0080] Optionally, the first inertia member 80 and the second inertia member 90 may be pendulum assemblies, or other assemblies with a certain mass.

[0081] The greater the distance between the first rotating shaft 130 and the first inertial member 80, the greater the inertial force obtained by the first inertial member 80 when the propeller seat 50 decelerates; the greater the distance between the second rotating shaft 230 and the second inertial member 90, the greater the inertial force obtained by the second inertial member 90 when the propeller seat 50 decelerates. According to this principle, the size of the inertial force obtained by the inertial member can be controlled by controlling the distance between the rotating shaft and the inertial member, and ultimately the degree of control over the change in the blade angle of attack can be achieved.

[0082] Optionally, the first lever 81 and the second lever 91 may be configured as a structure with adjustable lengths, and the degree of change in the blade angle of attack may be changed by adjusting the lengths of the first lever 81 and the second lever 91 .

[0083] The present invention also provides an aircraft. In some embodiments, referring to Figure 9 and Figure 10The aircraft may include a body 01, a rotor assembly 02, a brushless motor 03, and a control module 04. Rotor assembly 02 is the rotor assembly provided by the present invention. Rotor assembly 02 is mounted on body 01. Body 01 is powered by rotor assembly 02 for flight. Brushless motor 03 is connected to rotor assembly 02 to drive its rotation. Control module 04 includes a receiver, a controller, and an angle sensor, and is electrically connected to brushless motor 03.

[0084] See also Figure 10 The brushless motor 03 can be connected to the propeller base 50 and disposed within the propeller base 50. The brushless motor 03 drives the rotor assembly 02 to rotate. The angle sensor in the control module 04 detects the rotation angle of the brushless motor 03 and transmits the rotation angle information to the controller in the control module 04. The receiver receives a control signal, such as a flight attitude control signal from a remote controller, and transmits the control signal to the controller.

[0085] The controller can also be configured to control the rotation speed and rotation angle position of the brushless motor 03 , and the controller controls the braking position and braking period of the brushless motor 03 according to the control signal and the rotation angle information.

[0086] When the brushless motor 03 stops periodically at the same rotation angle, the rotor assembly 02 changes pitch periodically in the same direction, and the aircraft can move forward in a specific direction.

[0087] The above is only an implementation method of the present application and does not limit the patent scope of the present application. Any structure that relies on an inertial transmission component to change the blade angle of attack or equivalent transformation of other structures, or is directly or indirectly used in other related technical fields, is also included in the patent protection scope of the present application.

Claims

1. A rotor assembly, characterized in that: include: oar seat; a first inertia transmission assembly connected to the paddle seat; a first blade connected to the first inertial transmission assembly; a second inertia transmission assembly connected to the paddle seat; a second blade connected to the second inertial transmission assembly; When the propeller seat rotates around its rotation axis, it can drive the first blade to rotate through the first inertia transmission assembly, and drive the second blade to rotate through the second inertia transmission assembly; wherein, when the propeller seat decelerates, the first inertia transmission assembly can drive the first blade to rotate under the action of inertia, thereby increasing the angle of attack of the first blade, and the second inertia transmission assembly can drive the second blade to rotate under the action of inertia, thereby reducing the angle of attack of the second blade; when the propeller seat accelerates after deceleration, the first inertia transmission assembly can drive the first blade to rotate under the action of inertia, thereby reducing the angle of attack of the first blade, and the second inertia transmission assembly can drive the second blade to rotate under the action of inertia, thereby increasing the angle of attack of the second blade; The first inertia transmission assembly includes: a first mounting seat; a first gear transmission assembly, disposed on the first mounting seat; a first paddle clamp, one end of which is connected to the first gear transmission assembly, and the other end of which is connected to the first paddle; a first inertia member connected to the first gear transmission assembly; wherein, when the propeller seat decelerates, the first inertia member continues to rotate under the action of inertia force, and drives the first propeller clamp to rotate through the first gear transmission assembly, thereby increasing the angle of attack of the first propeller blade; The second inertia transmission assembly includes: a second mounting base; a second gear transmission assembly, disposed on the second mounting seat; a second paddle clamp, one end of which is connected to the second gear transmission assembly and the other end of which is connected to the second paddle; A second inertia member is connected to the second gear transmission assembly; wherein, when the propeller seat decelerates, the second inertia member continues to rotate under the action of inertia force, and drives the second propeller clamp to rotate through the second gear transmission assembly, thereby reducing the angle of attack of the second blade.

2. The rotor assembly according to claim 1, wherein: The first gear transmission assembly includes: a first rotating shaft, rotatably connected to the first mounting seat, wherein a first end of the first rotating shaft is connected to the first inertia member via a first lever, and the first inertia member drives the first rotating shaft to rotate under the action of an inertia force; a first driving gear, rigidly connected to the second end of the first rotating shaft; a second rotating shaft, rotatably connected to the first mounting base and arranged perpendicular to the first rotating shaft, wherein a first end of the second rotating shaft is fixedly connected to the first paddle clamp; a first driven gear, rigidly connected to the second end of the second rotating shaft and meshingly connected to the first driving gear, to convert the rotation of the first rotating shaft into the rotation of the second rotating shaft; The second gear transmission assembly includes: a third rotating shaft, rotatably connected to the second mounting seat, wherein a first end of the third rotating shaft is connected to the second inertia member via a second lever, and the second inertia member drives the third rotating shaft to rotate under the action of an inertia force; a second driving gear, rigidly connected to the second end of the third rotating shaft; a fourth rotating shaft, rotatably connected to the second mounting base and arranged perpendicular to the third rotating shaft, wherein a first end of the fourth rotating shaft is fixedly connected to the first paddle clamp; The second driven gear is rigidly connected to the second end of the fourth rotating shaft and meshed with the second driving gear to convert the rotation of the third rotating shaft into the rotation of the fourth rotating shaft.

3. The rotor assembly according to claim 2, wherein: The second rotating shaft is parallel to the rotation plane of the propeller seat; the plane where the first rotating shaft and the second rotating shaft are located is perpendicular to the rotation plane of the propeller seat; the first rotating shaft is located on a side of the second rotating shaft away from the propeller seat; the first inertial member is located on a side of the first blade away from the propeller seat; The fourth rotation axis is parallel to the rotation plane of the paddle seat; the plane where the third rotation axis and the fourth rotation axis are located is perpendicular to the rotation plane of the paddle seat; the third rotation axis is located on the side of the fourth rotation axis away from the paddle seat; the second inertia member is located on the side of the second blade away from the paddle seat.

4. An aircraft, characterized in that: The aircraft includes a body, a receiver, a controller, a brushless motor, an angle sensor, and a rotor assembly; the rotor assembly is connected to the brushless motor and is the rotor assembly according to any one of claims 1 to 3; Among them, the brushless motor drives the rotor assembly to rotate; the angle sensor detects the rotation angle of the brushless motor and sends the rotation angle information to the controller; the receiver receives the control signal and sends it to the controller; the controller controls the braking position and braking period of the brushless motor according to the control signal and the rotation angle information to realize the periodic pitch change of the rotor assembly.

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