Vector propulsion spherical airship with adjustable structure

Abstract

The invention relates to a vector propulsion spherical airship with an adjustable structure. The spherical airship is mainly composed of a vector propelling device, an airship capsule, an airship framework, a flight control module, a posture detection module, an environment monitoring module, a battery and the like. By adjusting the thrust direction of the vector propulsion device and the included angle between the airship framework and the capsule body, accurate control over the attitude and the flight path of the airship is effectively achieved. The design has the advantages of being small in size and compact in structure, and the propelling device is installed on the framework with the adjustable included angle, so that the control process is more flexible. Meanwhile, the propelling device achieves dynamic position adjustment through a framework structure and is prevented from being located in the airship movement direction, and potential safety hazards of a traditional external propeller are overcome. Although only two propelling devices are configured, the system can still provide fine control capability through seven controllable degrees of freedom, and the precision and flexibility of flight control are remarkably enhanced.

Description

Technical Field

[0001] The present invention relates to the field of aircraft design, especially the technology of low-altitude airships, and more specifically, to a spherical airship equipped with a vector propulsion device. The invention is mainly intended to improve the control performance and flight stability of airships in low altitudes and complex environments, and is suitable for aircraft that require long-term stable hovering, fine control and high safety. Background Art

[0002] As a unique aerodynamic aircraft, airships have longer hovering time, stronger hovering ability and higher safety compared with drones, so they show unique value in various application scenarios. However, traditional airships in the prior art still have obvious limitations in flight stability and precise control capabilities, mainly due to the design of the thrust system, the attitude control method and the limitations of the aircraft structure. At present, airships with better attitude control effects are usually powered by external propellers. However, the exposed propellers not only increase the complexity of the structure, but also bring potential safety hazards. In particular, during the forward process, the propellers are prone to direct contact with external obstacles, resulting in increased operational risks. In addition, the thrust direction of traditional airships is limited, the thrust angle adjustment range is small, and it is difficult to flexibly change the attitude in a complex environment. Furthermore, the structural design of traditional airships usually has the problem of uneven stress on the local structure, which increases the risk of structural fatigue and failure. Therefore, when dealing with changing environmental conditions, the existing airships have difficulty in attitude adjustment, high local structural pressure, and low control efficiency, which poses potential safety hazards.

[0003] In summary, there is an urgent need for an aircraft that can operate stably for a long time in a low-altitude environment, has high environmental adaptability, can achieve precise control, and has high safety and reliability. In particular, an airship with an improved thrust system, optimized skeleton structure and attitude control can effectively solve the multiple limitations of current traditional airships in terms of stability, safety, controllability, and manufacturing and maintenance. Specifically, there is an urgent need for an airship with a new structural design, which has a high degree of freedom of vector thrust, reduces local stress concentration through an adjustable skeleton, and improves control accuracy and overall flexibility. This design significantly enhances the attitude adjustment capability of the aircraft, enabling it to maintain precise control and high adaptability in a complex and changing external environment. At the same time, by reducing the number and position of exposed propellers, the risk of direct contact with the outside world is reduced, and the safety of the aircraft is significantly improved. Summary of the invention

[0004] The present invention aims at the shortcomings of the prior art, combines the working environment requirements of low-altitude airships, solves some problems in the prior art, and provides a low-altitude airship with an effective, precise, high-degree-of-freedom, low-disturbance, and safe full-angle vector propulsion device. The present invention is achieved through the following technical methods.

[0005] The object of the present invention is to provide a vector-propelled spherical airship with adjustable structure, the vector-propelled spherical airship comprising:

[0006] Two vector propulsion devices, airship capsule, two airship frames, two power drive modules;

[0007] The airship capsule is spherical;

[0008] The airship frame is annular and surrounds the airship capsule; the two airship frames cross and surround the airship capsule; the two airship frames are fixed at the same position at the intersection of the top of the airship capsule through a rotating mechanism, the two airship frames are connected to the frame angle steering gear at the intersection of the top of the airship capsule, the two airship frames can rotate around the airship capsule around the same airship frame rotation axis, the airship frame rotation axis passes through the center of the airship capsule, and the shapes of the two airship frames are symmetrical relative to the airship frame rotation axis;

[0009] The two vector propulsion devices are respectively installed on the outer side of one of the two airship frames relative to the airship capsule, and the lines connecting the two vector propulsion devices and the center of the airship capsule are perpendicular to the rotation axis of the airship frame; the two power drive modules provide power to the two propulsion devices respectively, and when the two airship frames rotate around the airship capsule, the two vector propulsion devices are driven to rotate around the airship capsule;

[0010] The vector propulsion device comprises an inner main shaft, an inner rotary joint, an inner steering gear joint, a propeller, a first propeller outer frame, a second propeller outer frame, an outer rotary joint, an outer steering gear joint, a first propulsion device fixing seat, a second propulsion device fixing seat, and an outer joint fixing piece;

[0011] The first steering gear on the first propulsion device fixing seat is connected to the first propeller outer frame and the second propeller outer frame through an external steering gear joint, and an external rotary joint is installed on the side of the first propeller outer frame and the second propeller outer frame opposite to the position of the external steering gear joint, and is fixed to the second propulsion device fixing seat through an external joint fixing piece; the second steering gear is fixed to the middle position of one side of the first propeller outer frame and the second propeller outer frame, and is connected to the inner main shaft through an internal steering gear joint, the other end of the inner main shaft is connected to one end of the inner rotary joint, and the other end of the inner rotary joint is fixed to the first propeller outer frame and the second propeller outer frame; the inner main shaft is arranged along the diameter direction of the circular ring formed by the first propeller outer frame and the second propeller outer frame, and is perpendicular to the connection direction of the external rotary joint and the external steering gear joint; the connection direction of the external rotary joint and the external steering gear joint is parallel to the rotation axis of the airship skeleton;

[0012] The power drive module includes an electric controller, a motor, a first servo and a second servo; the motor is fixed at the center of the inner main shaft and connected to a propeller to output vector thrust; the thrust direction output by the propeller is perpendicular to the inner main shaft; the interior of the circular ring shape formed by the first propeller outer frame and the second propeller outer frame provides the space required for the propeller to rotate; the electric controller is used to adjust the speed and thrust output of the motor.

[0013] Furthermore, the structure-adjustable vector-propelled spherical airship is characterized in that:

[0014] The vector-propelled spherical airship also includes a flight control module, an attitude detection module, an environmental monitoring module, a skeleton angle servo, and a battery module;

[0015] Furthermore, the flight control module includes a flight control mainboard, communication equipment, and a propulsion control actuator, which is installed at the cross connection of the bottom of the two airship frames, and is used to analyze the target attitude and calculate the output signal, and send control signals to the power drive module and the frame angle servo through the signal line;

[0016] Further, the attitude detection module includes a gyroscope, an accelerometer and a magnetometer, which are installed at the cross connection of the bottom of the two airship frames, and are used to monitor and collect real-time attitude data, and transmit the data to the flight control module;

[0017] Furthermore, the environment monitoring module includes a camera, an ultrasonic sensor and an infrared sensor, which are installed on the side of the two annular airship frames opposite to the location of the vector propulsion device, facing the vector propulsion device, and are used to monitor three-dimensional environmental data and transmit it to the flight control module;

[0018] Further, the frame angle servo is installed at the intersection of the bottom of the two airship frames, and is used to output a specified torque to change the angle between the two airship frames, wherein the angle between the two airship frames is defined by the angle between the planes on which they are located;

[0019] Furthermore, the battery module is installed at the cross-connection at the bottom of the two airship frames to provide power support for the entire system.

[0020] Furthermore, the airship frame is fixed in a cross structure and surrounds the airship capsule in a circle, and an angle-adjustable steering gear is installed at the cross connection.

[0021] Furthermore, the first servo and the second servo respectively control the rotation of the thrust in two orthogonal planes, and the fixed-point rotation of the thrust application point is achieved through the orthogonal arrangement and coaxial drive of the two servos, constituting a constraint on the spatial displacement of the thrust application point.

[0022] Furthermore, the control process is as follows: the attitude detection module collects airship attitude data through gyroscopes, accelerometers and magnetometers, and the environment detection module uses cameras, ultrasonic and infrared sensors to obtain three-dimensional environmental information; the flight control module analyzes and processes the collected real-time data, controls the servo in the power drive module to adjust the thrust direction and size of the vector propulsion device, and adjusts the airship skeleton structure through the skeleton angle servo to achieve all-round thrust adjustment and attitude control, and the battery module provides energy support for the system.

[0023] Furthermore, the line connecting the bottom and top intersections of the airship frame constitutes a rotation axis, which passes through the center of gravity of the airship capsule; the center of gravity of the battery and the propulsion module is located directly below the center of gravity of the airship capsule; the frame and the capsule adopt a non-fixed covering structure, so that the rotation of the frame does not affect the state of the capsule.

[0024] Furthermore, in the structurally adjustable vector-propelled spherical airship, the skeleton angle servo body is fixed on the second skeleton, and its output shaft is fixedly connected to the first skeleton; the angle between the two skeletons is adjusted by the output torque of the skeleton angle servo, so as to realize real-time deformation of the skeleton structure and dynamically adjust the aerodynamic layout; the change of the skeleton angle causes the thrust application point and the external load distribution to change accordingly, so as to avoid local stress concentration.

[0025] The main advantages of the present invention are:

[0026] 1. Skeleton wrapping and dynamic adjustability:

[0027] The double skeleton structure crosses each other and covers the airship capsule, so that the two skeletons can rotate relative to each other, and the dynamic adjustment of the angle between the two skeletons is realized through the skeleton angle servo. This relatively rotating double skeleton design not only provides effective mechanical support, but also allows the shape of the airship to be adjusted in real time according to the external environment during flight, enhancing the ability of the aircraft to cope with complex environments. The relative angle change between the skeletons enables the airship to optimize the aerodynamic layout and the outer contour of the airship through the flexible adjustment of the skeleton when encountering obstacles or complex airflow environments, thereby improving flight efficiency and attitude stability. Compared with the traditional fixed skeleton structure, the double skeleton structure of the present invention has significant advantages in flexibility and adaptability, especially in complex and changeable flight environments, it can effectively respond to various airflows, obstacles and emergencies through the dynamic adjustment of the skeleton, significantly improving the control freedom and environmental adaptability of the airship, its ability to carry and protect the propulsion device, reducing the potential safety risks caused by the exposure of the propeller to personnel and objects, especially in narrow or obstacle-intensive environments, improving the safety of the overall operation and the adaptability of the flight mission.

[0028] 2. Dual thruster vector system combined with dual skeleton structure:

[0029] By combining a dual-thruster vector propulsion device with a dual-frame structure, the safety, maneuverability and adaptability of the low-altitude spherical airship are comprehensively improved. Compared with the traditional design using four thrusters, the present invention reduces the number of thrusters to two, simplifies the system structure, reduces weight and energy consumption, and ensures precise control of flight attitude through sophisticated design, reduces the complexity of the control algorithm while achieving simplicity in physical layout, thereby reducing system redundancy. This dual-thruster design optimizes the layout of the drive unit, while reducing the number of thrusters while maintaining the ability to control the thrust in all directions, thereby achieving more efficient system stability.

[0030] 3. Vector propulsion and adjustable frame fusion energy efficiency optimization:

[0031] By combining the vector propulsion device with the adjustable skeleton, a significant improvement in energy efficiency has been achieved. The vector propulsion device can accurately control the thrust direction in multiple dimensions, reducing unnecessary thrust consumption during attitude adjustment, while the adjustable skeleton enables the airship shape to be dynamically optimized according to external conditions, effectively reducing aerodynamic drag and thrust requirements. The real-time adjustment of the adjustable skeleton ensures that the thrust direction and the center of gravity position always match, reducing the additional energy consumption caused by attitude deviation. At the same time, the dynamic adjustment of the skeleton assists in attitude correction, reduces the need for multiple thrusters to work at the same time, avoids the waste of redundant thrust, and thus reduces the energy consumption of the system. Compared with the traditional fixed structure solution, this combination not only achieves efficient control of the system by optimizing the coordinated work of thrust and aerodynamic layout, but also significantly reduces energy consumption, improves overall endurance and mission execution efficiency.

[0032] Other advantages:

[0033] 1. Multi-directional thrust and precise control:

[0034] The vector propulsion device combined with the dual-thruster configuration provides the airship with omnidirectional thrust in three-dimensional space, enabling vertical ascent, lateral flight and rotation operations, significantly improving the control accuracy and flexibility of the airship. The coordinated work of the frame angle servo and the propulsion device ensures the dynamic adjustment of the thrust direction and frame angle to adapt to changes in the external environment, making the control of the flight attitude more accurate and efficient.

[0035] 2. Combination of skeleton structure and posture control:

[0036] The present invention places special emphasis on the rotational freedom of the dual skeleton, and optimizes the overall aerodynamic layout through dynamic adjustment of the skeleton angle servos. In contrast, although other aircraft also have multi-degree-of-freedom frame designs, they have not systematically utilized the rotational freedom of the skeleton to achieve optimized control of the overall flight attitude. At the same time, this patent emphasizes the coordination between the skeleton and the thruster, and through the thruster design to constrain the motion space, the offset of the point of action during thrust direction adjustment is minimized, effectively suppressing the interference torque caused by changes in thrust position, and reducing the complexity of system dynamics modeling and control. Minimizing the offset of the thrust point of action during thrust direction adjustment, reducing torque interference during flight, and reducing the difficulty of modeling control, this allows the aircraft to ensure good attitude maintenance and path control in narrow areas or with obstacles.

[0037] 3. Center of gravity optimization and moment of inertia adjustment:

[0038] By designing the core battery and propulsion module to be directly below the center of gravity of the spherical airship capsule (including internal helium), the overall center of gravity position of the aircraft is significantly lowered, and the attitude stability of the airship against external impact is improved. In addition, the airship frame and the capsule are connected in a non-fixed manner, so that the state of the capsule and the internal helium is not affected when the frame angle is adjusted, avoiding the problem of capsule rotation caused by the frame angle adjustment, and simplifying the attitude control process. Although traditional multi-degree-of-freedom aircraft usually adopt center of gravity optimization design, the far-reaching impact of multi-axis rotational inertia moment adjustment on attitude control is not explicitly considered. The non-fixed frame-capsule structure adopted by the present invention keeps the rotational movement of the frame relatively independent of the capsule, effectively simplifies the law of change of the moment of inertia of the system during multi-axis rotation, and reduces the complexity of attitude control.

[0039] 4. Safety and lightweight design:

[0040] The propulsion device can adjust its relative position on the surface of the spherical airship through a special skeleton structure. During flight, the structural adjustment of the skeleton ensures that the propulsion device will not be located in the expected direction of movement of the airship, thereby avoiding the possibility of direct contact between the propeller and obstacles, effectively overcoming the safety hazards of traditional external propellers. The integrated design of the skeleton and the propulsion device improves the operating safety of the airship in small spaces and environments with dense obstacles, and reduces the risk of equipment collision and damage. The skeleton structure is made of lightweight and high-strength materials, and the optimized integration of the propulsion device and the skeleton reduces the overall weight, achieving lightweight airship while ensuring structural strength, and improving flight performance and energy efficiency.

[0041] 5. System reliability and ease of operation:

[0042] By reducing the number of thrusters and optimizing the connection structure between the skeleton and the propulsion device, the system as a whole achieves the goal of simple structure and reduced components, reducing the cost of manufacturing and maintenance. Finite element modeling is used to optimize the material and structure of the components, while ensuring the full-angle adjustment capability of the thrust, the force performance and structural stability are improved. By reducing the number of components and optimizing the connection method between the components, a higher functional integration is achieved, making the overall structure lighter and easier to manufacture and maintain. At the same time, reducing complex connectors and supporting structures also makes the system more reliable, reduces the probability of failure, and improves the convenience of operation and the stability of long-term operation. BRIEF DESCRIPTION OF THE DRAWINGS

[0043] Figure 1 The schematic diagram of the structure of the vector-propelled spherical airship with adjustable structure of the present invention is shown in FIG.

[0044] Figure 2 It is a front view of the propulsion device of the structurally adjustable vector-propelled spherical airship of the present invention.

[0045] Figure 3 The figure is a side rear view of the propulsion device of the structurally adjustable vector-propelled spherical airship of the present invention.

[0046] Figure 4 The figure is a top view of the structure of the adjustable vector-propelled spherical airship of the present invention.

[0047] Figure 5 The present invention is a control flow chart of the structurally adjustable vector-propelled spherical airship.

[0048] The meanings of the numbers in the figure are as follows:

[0049] 1a / 1b. Vector propulsion device

[0050] 101. Inner main shaft 102. Inner rotary joint 103. Inner steering gear joint 104. Propeller 105. First propeller outer frame 106. Second propeller outer frame 107. Outer rotary joint 108. Outer steering gear joint 109. First propulsion device fixing seat 110. Second propulsion device fixing seat 111. External joint fixing piece

[0051] 2a / 2b. Power drive module

[0052] 201. Motor 202. First servo 203. Second servo 204. ESC

[0053] 3. Flight control module

[0054] 4. Posture detection module

[0055] 5. Environmental detection module

[0056] 6. Battery Module

[0057] 7. Airship Skeleton

[0058] 701. First skeleton 702. Second skeleton

[0059] 8. Airship capsule

[0060] 9. Skeleton angle servo DETAILED DESCRIPTION

[0061] The preferred embodiments of the invention patent will be described in detail below in conjunction with the accompanying drawings; it should be understood that the preferred embodiments are only for illustrating the invention patent, rather than for limiting the protection scope of the invention patent.

[0062] like Figure 1 As shown, the structure-adjustable vector-propelled spherical airship includes: a vector propulsion device 1a / 1b, a power drive module 2a / 2b, a flight control module 3, a posture detection module 4, an environment detection module 5, a battery module 6, an airship frame 7, an airship capsule 8, and a frame angle servo 9.

[0063] The overall logical relationship is that two annular airship skeletons 7 surround the airship capsule 8, and the two airship skeletons 7 can rotate around the airship capsule 8 around the same rotation axis. The airship capsule 8 is spherical, so the outline of the airship formed by the two annular airship skeletons 7 is also spherical. The rotation axis of the two airship skeletons 7 penetrates the airship capsule 8 at the diameter of the airship capsule 8. The diameter of the two annular airship skeletons 7 is slightly larger than the diameter of the airship capsule 8. The gap between the annular airship skeleton 7 and the surface of the airship capsule 8 is used to allow the annular airship skeleton 7 to rotate around the airship capsule 8 safely without touching the airship capsule 8 during rotation. The gap between the annular airship skeleton 7 and the surface of the airship capsule 8 will not be too large to improperly increase the outline of the airship formed by the two annular airship skeletons 7. An overly large airship outline will increase the risk of collision during the flight of the airship. The diameters of the two annular airship skeletons 7 are also slightly different, so that the diameter of one of the annular airship skeletons 7 is larger than the other, so that the rotation of each of the two airship skeletons 7 will not be restricted by the other. The spherical surface formed by the rotation of the larger diameter airship skeleton 7 covers the spherical surface formed by the rotation of the smaller diameter airship skeleton 7. In addition, the gap between the two annular airship skeletons 7 will not be too large to unduly increase the profile of the airship. The spheres formed by the rotation of the two airship skeletons 7 and the spherical airship capsule 8 have, for example, the same spherical center.

[0064] The vector propulsion device 1a / 1b is installed on two annular airship skeletons 7 and is located on one side of the airship skeleton 7 on which it is installed (relative to the outside of the airship capsule 8). The power driving module 2a / 2b provides power and adjusts the thrust output angle of the vector propulsion device 1a / 1b to output a specified vector thrust. The installation position of the vector propulsion device 1a / 1b is located in a plane perpendicular to the rotation axis of the two annular airship skeletons 7. When the rotation axis of the airship skeleton 7 is vertically along the vertical direction, the connecting line of the vector propulsion device 1a / 1b is located in the horizontal direction. Only one vector propulsion device is set on each annular skeleton 7 to reduce the total number of vector propulsion devices used in the spherical airship. The power driving module 2a is used to drive the vector propulsion device 1a, and the power driving module 2b is used to drive the vector propulsion device 1b.

[0065] The frame angle servo 9 is installed at the bottom intersection of the two airship frames 7, and changes the angle of the two airship frames 7 by outputting a specified torque (the angle of the two airship frames 7 is defined by the angle between the planes where the two airship frames 7 are located). The rotation axes of the two airship frames 7 pass through the bottom intersection. The flight control module 3 is installed at the bottom intersection of the two airship frames 7, responsible for analyzing the target attitude and calculating the output signal information, and sending the control signal to the power drive module 2a / 2b and the frame angle servo 9 through the signal line. The attitude detection module 4 is installed at the bottom intersection of the two airship frames 7, responsible for monitoring and collecting real-time attitude data, and transmitting it to the flight control module 3. The two environmental detection modules 5 are respectively located on the other side of the two annular airship frames 7 opposite to the position of the vector propulsion device 1a / 1b, facing the vector propulsion device 1a / 1b, responsible for monitoring the three-dimensional environmental data and transmitting it to the flight control module 3. When the airship frame 7 rotates, the environmental detection module 5 installed thereon also rotates accordingly. The battery module 6 is installed at the bottom intersection of the two airship frames 7, responsible for providing power to the entire system.

[0066] like Figure 2 As shown, the vector propulsion device 1a / 1b includes a propeller 104, a first propeller outer frame 105, a second propeller outer frame 106, an external rotary joint 107, an external steering gear joint 108, a first propeller fixing seat 109, a second propeller fixing seat 110, and an external joint fixing member 111. The first propeller outer frame 105 and the second propeller outer frame 106 are made by cutting carbon fiber plates; the first propeller fixing seat 109 and the second propeller fixing seat 110 are respectively fixed to the airship frame 7 in an immovable manner up and down to ensure that the vector propulsion device 1a / 1b is firmly installed on the airship. Relative to the first propeller fixing seat 109, the second propeller fixing seat 110 is closer to the intersection of the bottom of the two airship frames 7. The rotation axes of the two airship frames 7 are located in a plane passing through the first propeller fixing seat 109 and the second propeller fixing seat 110.

[0067] The second steering gear 203 is installed on the second propulsion device fixing seat 110, and is connected to the first propeller outer frame 105 and the second propeller outer frame 106 through the external steering gear joint 108. The other ends of the two outer frames (the first propeller outer frame 105 and the second propeller outer frame 106) are connected to the first propulsion device fixing seat 109 through the external rotary joint 107, and the external joint fixing member 111 is used to ensure that the two outer frame structures can realize full-angle rotation between the two propulsion device fixing seats under the torque output by the second steering gear 203, with the connection direction of the external rotary joint 107 and the external steering gear joint 108 as the rotation axis. By reducing the number of components and optimizing the connection method between the components, a higher functional integration is achieved. The rotary joint and fixing member between the propeller outer frame and the propulsion device fixing seat reduce additional support and complex connectors, making the device lighter and simpler, reducing the overall weight and the requirements for manufacturing precision, and improving manufacturing efficiency.

[0068] The carbon fiber plate combines high strength and lightweight properties, so that the thruster frame has sufficient load-bearing capacity while maintaining a small volume. The design of the propulsion device fixing seat and the thruster frame simplifies the installation steps, reduces the reliance on complex tools, and improves the convenience of maintenance. Through these optimizations, the vector propulsion device achieves efficient use of space, reduces redundant components, improves the rotational freedom and thrust control accuracy, and significantly enhances the stability of the flight attitude. This efficient design reduces manufacturing and maintenance costs, while improving the reliability and long-term operation stability of the system. The first thruster frame 105 and the second thruster frame 106 are generally in a circular shape, and the interior of the ring provides the space required for the rotation of the propeller 4 and provides a certain protective shield for the propeller 4.

[0069] Furthermore, the vector propulsion device 1 further includes an inner main shaft 101, an inner rotary joint 102, and an inner steering gear joint 103, wherein the inner main shaft 101 is made by cutting a carbon fiber plate. The inner main shaft 101 passes through the center of the circle formed by the first propeller outer frame 105 and the second propeller outer frame 106, and is perpendicular to the connecting direction of the outer rotary joint 107 and the outer steering gear joint 108. The inner main shaft 101 is located in a plane passing through the center of the airship capsule 8 and perpendicular to the rotation axis of the annular airship frame 7. The first steering gear 202 is fixed between the first propeller outer frame 105 and the second propeller outer frame 106. The first steering gear 202 is located on one side of the inner main shaft 101. The first steering gear 202 is connected to the inner main shaft 101 through the inner steering gear joint 103. The other end of the inner main shaft 101 is connected to the inner rotary joint 102. The other end of the inner rotary joint 102 is fixed between the first propeller outer frame 105 and the second propeller outer frame 106 through a stud or a strap, so that the inner frame structure inside the propeller outer frame can be rotated around the inner main shaft 101 at full angles inside the propeller outer frame through the output torque of the first steering gear 202. Finite element modeling is used to optimize material selection and structure, simplify the used components, and greatly reduce the manufacturing difficulty and overall weight of the device while ensuring full-angle rotation, and improve the force performance and structural stability. This design not only has the advantages of simple structure, light weight, and easy manufacturing, but also significantly enhances the maintainability of the device, ensuring its efficient operation and long-term durability in complex flight environments.

[0070] Further, such as Figure 4 As shown, two vector propulsion devices (1a and 1b) are respectively fixed to one side of the first frame 701 and one side of the second frame 701, and the positions are respectively marked 1a and 1b, and the installation methods of the two places are the same. The power drive modules (2a and 2b) respectively provide power for the vector propulsion devices (1a and 1b). The environment detection modules (5a and 5b) are respectively located on one side of the first frame 701 and the other side of the second frame 701 opposite to the vector propulsion devices (1a and 1b).

[0071] like Figure 2As shown, the power drive module 2a / 2b includes a motor 201, a first steering gear 202, and a second steering gear 203. The motor 201 is fixed to the center of the inner main shaft 101 and connected to the propeller 104 to output vector thrust; the thrust direction output by the propeller 104 is perpendicular to the inner main shaft 101. The second steering gear 203 is fixed to the second propulsion device fixing seat 110 and outputs torque to the first propeller outer frame 105 and the second propeller outer frame 106 through the outer steering gear joint 108; the first steering gear 202 is fixed in the middle of the first propeller outer frame 105 and the second propeller outer frame 106, and outputs torque to the inner main shaft 101 through the inner steering gear joint 103. This enables the vector propulsion device 1a / 1b to achieve adjustment of any angle in three-dimensional space, ensuring precise control and rapid response of the thrust direction. Through the linkage of the power drive module 2a / 2b and the vector propulsion device 1a / 1b, the system not only has a high degree of freedom of control performance, but also strikes a balance between structural complexity and weight, thereby improving the overall reliability of the system.

[0072] Further, such as Figure 3 As shown, the power drive module 2a / 2b also includes an electric regulator 204, which is fixed to the inner main shaft 101 and is opposite to the motor 201 through the inner main shaft 101, and is respectively connected to the motor 201 and the flight control module 3, and is used to adjust the speed and thrust output of the motor 201, and realize real-time dynamic adjustment of the propulsion device during flight, thereby improving the response speed and control accuracy of the aircraft.

[0073] Furthermore, if Figure 4 As shown, the power drive modules 2a / 2b are respectively installed on the two vector propulsion devices at the positions indicated by the reference numerals 1a and 1b, and the two power drive modules are completely identical in function and structure.

[0074] like Figure 1 As shown, the flight control module 3 includes a flight control mainboard, a communication device, and a propulsion control execution device; the flight control module 3 is fixed at the bottom of the airship skeleton 7, and is connected to the power drive module 2, the attitude detection module 4, the environment detection module 5 and the skeleton angle servo 9 through signal lines. The flight control module 3 receives the attitude angle change information from the attitude detection module 4 and the three-dimensional environment data from the environment detection module 5, and after information analysis, it sends instructions to the power drive module 2a / 2b and the skeleton angle servo 9 in real time to control the change of the angle and size of the thrust, and adjusts the skeleton structure at the same time, thereby changing the actual position of the vector propulsion device 1a / 1b relative to the airship body, ensuring that the airship can also finely adjust its attitude in a complex environment, avoid obstacles, and achieve flight control goals. Through modular design and real-time information processing, the system has a high response speed and control accuracy, enhances the stability and maneuverability of the airship in a changing environment, and improves the reliability and adaptability of the overall control.

[0075] like Figure 1 As shown, the attitude detection module 4 includes a gyroscope, an accelerometer, and a magnetometer; the attitude detection module 4 is installed at the bottom of the airship frame 7 and is connected to the flight control module 3 through a signal line. The module can sense the attitude changes of the airship in real time, provide accurate angular velocity, linear acceleration and magnetic field data, and reduce noise and measurement errors by fully sensing attitude information, thereby ensuring high accuracy and stability of the data. It provides reliable attitude feedback for the flight control module 3, optimizes control decisions, especially in complex environments, and ensures the accuracy and consistency of attitude adjustment.

[0076] like Figure 4 As shown, the environment detection module 5 includes a camera, an ultrasonic sensor, and an infrared sensor; the environment detection module 5 is fixed to the other side of the first frame 701 and the second frame 701, respectively, at positions 5a and 5b, respectively, and the installation methods of the two places are the same. Through multi-sensor fusion, multi-dimensional environmental data such as visible light imaging, distance measurement, and temperature perception are provided to ensure comprehensive monitoring of the surrounding environment. In the case of insufficient light or dense obstacles, the module can improve the perception accuracy and detection range, helping the flight control module 3 to achieve more accurate path planning and obstacle avoidance.

[0077] like Figure 1 As shown, the battery module 6 is installed under the airship frame, which can provide the required power for each detection module and power module. The battery module uses a model aircraft lithium battery as an energy source to stably supply energy to each part of the system.

[0078] like Figure 4As shown, the airship skeleton 7 is composed of a first skeleton 701 and a second skeleton 702, which cross and cover the airship capsule. The two skeletons are fixed at the same position at the intersection of the top through a rotating mechanism, and the bottom intersection is connected to the skeleton angle steering gear 9. The line connecting the two intersections constitutes the skeleton rotation axis, which passes through the center of gravity of the airship capsule, so that the two skeletons can rotate synchronously around the axis. This design enables the airship structure to change dynamically according to different environmental conditions. By adjusting the rotation angle of the skeleton, the airship can effectively cope with complex environments, such as the number and distribution of obstacles ahead, or according to different flight requirements, through the rotation adjustment of the skeleton, the airship can optimize its own aerodynamic characteristics under different airflow conditions, thereby reducing resistance and improving flight stability, and reducing ineffective thrust consumption, thereby improving overall energy utilization. Specifically, in a high-speed straight flight state, by adjusting the skeleton angle, the two vector propulsion devices can be located on the same side and arranged adjacently, reducing the windward cross-sectional area, reducing the vortex loss caused by airflow separation, and optimizing propulsion efficiency. This layout can also reduce the lateral shear force applied by the propulsion device to the skeleton and reduce structural stress loss. Under high-angle crosswind conditions, the spatial layout of the propulsion device can be optimized through real-time adjustment of the frame angle, achieving coordinated compensation of aerodynamic force and propulsion force, and reducing the impact of wind-induced disturbances. At the same time, this layout can reduce the lateral aerodynamic moment and improve flight stability. In addition, the dynamic adjustment of the frame can change the shape of the airship according to mission requirements, thereby improving maneuverability in narrow spaces or increasing flight efficiency in open environments. The dynamic adjustment of the frame angle provides additional configuration freedom, which together with the vector thrust and steering angle of the propulsion device constitutes a multi-dimensional control space. This redundant design enables the system to optimize energy efficiency, aerodynamic performance, structural stress and other factors in real time while ensuring optimal motion control. For example, in a complex obstacle environment, increasing the frame angle makes the propulsion device symmetrically distributed, providing maximum steering torque and attitude adjustment capabilities. When crossing a narrow passage, the lateral envelope size can be minimized by shrinking the frame angle. This structural deformation mechanism allows the airship to flexibly adjust between control precision and efficiency, which not only extends the airship's flight time, but also improves its ability to perform tasks in complex environments; it enhances the airship's adaptability and maneuverability, improves the accuracy and overall efficiency of flight control, and ensures that it has greater stability and adaptability in a variety of flight missions.

[0079] like Figure 1 As shown, the airship capsule 8 is filled with helium to provide buoyancy, and the airship frame 7 surrounds and covers the capsule but is not fixedly connected to it. This non-fixed covering design enables the frame to move independently of the capsule, effectively avoiding disturbance of the capsule when the frame rotates, and improving the flexibility of attitude adjustment and control accuracy.

[0080] like Figure 1As shown, the skeleton angle servo 9 is installed at the intersection of the first skeleton 701 and the second skeleton 702 at the bottom, the skeleton angle servo 9 body is fixed on the second skeleton 702, and its output shaft is fixed on the first skeleton 701 in a non-rotatable manner. The skeleton angle servo 9 outputs torque to change the angle between the two skeletons. By outputting torque through the skeleton angle servo 9, the angle between the two skeletons can be adjusted to achieve controllable changes in the skeleton structure. Through the angle adjustment capability of the servo, the skeleton structure can be fine-tuned in real time during flight to adapt to dynamic external conditions, increase control freedom, improve stability and maneuverability, and quickly respond to emergencies to enhance mission adaptability. For example, when encountering strong lateral winds, the skeleton angle servo 9 can quickly adjust the angle. The real-time adjustment of the skeleton angle and the coordinated control of the propulsion device vector angle can effectively resist wind-induced disturbances. The skeleton angle can be changed to reduce the windward side propulsion device wind receiving area, and at the same time, the leeward side propulsion device is used to generate compensation torque to maintain a stable flight attitude. In the straight cruise mode, the frame angle is adjusted to the minimum so that the two vector propulsion devices are arranged close to each other. At this time, the cross-sectional area of ​​the airship facing the wind is the smallest, which can significantly reduce the aerodynamic resistance and improve the cruise efficiency. When the frame angle is adjusted to 90 degrees, the two propulsion devices are arranged vertically, which can achieve precise control of the heading and route tracking. When the angle is expanded to nearly 180 degrees, the two propulsion devices reach the maximum distribution span and obtain the maximum attitude control torque. When the flight state changes sharply, if emergency braking or large-angle steering is required, the frame angle can be quickly expanded from the minimum value to nearly 180 degrees, and the propulsion device is adjusted to generate reverse thrust, and the maximum lever arm is used to achieve rapid deceleration and attitude reconstruction. In addition, in an environment with dense obstacles, the frame angle can be dynamically adjusted according to the obstacle distribution, and the layout of the propulsion device can be optimized to provide the required maneuverability. At the same time, the dynamic adjustment of the servo ensures that the relative position of the frame is adjusted in time under thrust changes or environmental disturbances, dispersing the external load applied to the frame and avoiding local stress concentration. Local stress concentration is often the main cause of structural fatigue. Through continuous adjustment, local stress can be dispersed to a larger range, reducing the concentration of bending moment and shear force, and reducing material fatigue accumulation, thereby significantly extending the service life of the airship.

[0081] like Figure 5 As shown, the control process of the spherical airship is as follows:

[0082] The attitude detection module 4 monitors the attitude information of the airship in real time through a gyroscope, an accelerometer and a magnetometer, collects data such as angular velocity, acceleration and magnetic field, and ensures that attitude changes can be accurately perceived. At the same time, the environment detection module 5 uses a camera, an ultrasonic sensor and an infrared sensor to obtain three-dimensional information of the external environment, including information such as object distance, surrounding obstacles and ambient temperature. These data are transmitted to the flight control module 3 through a signal line. The flight control module 3 analyzes and processes the real-time data from the attitude detection module 4 and the environment detection module 5, and generates corresponding control signals. Through these signals, the flight control module 3 controls the first and second steering gears in the power drive module 2 to adjust the thrust direction and magnitude of the vector propulsion device 1, ensuring that the airship can accurately adjust the attitude and path according to environmental changes. At the same time, the flight control module 3 also controls the skeleton angle steering gear 9 to adjust the angle of the airship skeleton 7 so that the structure of the skeleton adapts to the current flight requirements and further optimizes the attitude and flight efficiency. The entire system is provided with power by the battery module 6 to ensure that each module can operate continuously and stably. Through this multi-dimensional data fusion and precise control, the spherical airship can achieve all-round thrust adjustment and flight attitude control, thereby realizing efficient and flexible flight missions in complex environments.

[0083] The vector-propelled spherical airship of the present invention can effectively realize the precise control of the attitude and flight path of the airship by adjusting the thrust direction of the vector propulsion device and the angle between the airship frame and the capsule. The design has the characteristics of small size and compact structure. The propulsion device is installed on a frame with an adjustable angle, which makes the control process more flexible. At the same time, the propulsion device realizes dynamic position adjustment through the frame structure to avoid it being in the direction of movement of the airship, overcoming the safety hazards of traditional external propellers. Although only two propulsion devices are configured, the system can still provide fine control capabilities through 7 controllable degrees of freedom, significantly enhancing the accuracy and flexibility of flight control. The seven controllable degrees of freedom of the system constitute a complete multi-dimensional control space: the two vector propulsion devices each contain three degrees of freedom, namely the thrust size adjustment of the motor output, and the angle adjustment of the thrust direction in two vertical planes through two orthogonally arranged steering gears, totaling six degrees of freedom; the bottom frame angle steering gear controls the change of the angle between the two frames to constitute the seventh degree of freedom, and the dynamic optimization of the thrust application point is realized by changing the spatial distribution position of the propulsion device. The accuracy of attitude control is ensured by the coordinated cooperation between the skeleton and the propulsion device. The skeleton dynamically adjusts and optimizes the layout of the propulsion device to improve energy efficiency, making it particularly suitable for operations in environments with dense obstacles.

[0084] The above description is only a preferred embodiment of the present invention, but the protection scope of the present invention is not limited thereto. Any modification or substitution made by any technician in this field within the technical scope disclosed in the present invention should be deemed to be included in the protection scope of the present invention. Therefore, the protection scope of the present invention should be based on the scope of the claims.

Claims

1. A vector-propelled spherical airship with adjustable structure, characterized by: It includes two vector propulsion devices, an airship capsule, two airship frames, and two power drive modules; The airship capsule is spherical; The airship skeleton is annular and surrounds the airship capsule; the two airship skeletons cross and surround the airship capsule, forming an intersection at the top and bottom of the airship capsule; the two airship skeletons are fixed at the same position at the intersection at the bottom of the airship capsule by a rotating mechanism, and the two airship skeletons are connected to the skeleton angle steering gear at the intersection at the bottom of the airship capsule. The two airship skeletons can rotate around the airship capsule around the same airship skeleton rotation axis, and the airship skeleton rotation axis passes through the center of the airship capsule. The shapes of the two airship skeletons are symmetrical relative to the airship skeleton rotation axis. The two vector propulsion devices are respectively installed on the outer side of one of the two airship frames relative to the airship capsule, and the lines connecting the two vector propulsion devices and the center of the airship capsule are perpendicular to the rotation axis of the airship frame; the two power drive modules provide power to the two vector propulsion devices respectively, and when the two airship frames rotate around the airship capsule, the two vector propulsion devices are driven to rotate around the airship capsule; The vector propulsion device comprises an inner main shaft, an inner rotary joint, an inner steering gear joint, a propeller, a first propeller outer frame, a second propeller outer frame, an outer rotary joint, an outer steering gear joint, a first propulsion device fixing seat, a second propulsion device fixing seat and an outer joint fixing piece; The first steering gear on the first propulsion device fixing seat is connected to the first propeller outer frame and the second propeller outer frame through an external steering gear joint, and an external rotary joint is installed on the side of the first propeller outer frame and the second propeller outer frame opposite to the position of the external steering gear joint, and is fixed to the second propulsion device fixing seat through an external joint fixing piece; the first steering gear drives the inner main shaft to rotate; the second steering gear is fixed at the middle position of one side of the first propeller outer frame and the second propeller outer frame, and is connected to the inner main shaft through the internal steering gear joint, the other end of the inner main shaft is connected to one end of the internal rotary joint, and the other end of the internal rotary joint is fixed to the first propeller outer frame and the second propeller outer frame; the second steering gear drives the first propeller outer frame and the second propeller outer frame to rotate with the line connecting the external rotary joint and the external steering gear joint as the rotation axis; the inner main shaft is arranged along the diameter direction of the circular ring formed by the first propeller outer frame and the second propeller outer frame, and is perpendicular to the connecting direction of the external rotary joint and the external steering gear joint; the connecting direction of the external rotary joint and the external steering gear joint is parallel to the rotation axis of the airship skeleton; The power drive module includes an electric controller, a motor, a first servo and a second servo; the motor is fixed at the center of the inner main shaft and connected to a propeller to output vector thrust; the thrust direction output by the propeller is perpendicular to the inner main shaft; the interior of the circular ring shape formed by the first propeller outer frame and the second propeller outer frame provides the space required for the propeller to rotate; the electric controller is used to adjust the speed and thrust output of the motor.

2. The structure-adjustable vector-propelled spherical airship according to claim 1, characterized in that: The vector-propelled spherical airship also includes a flight control module, an attitude detection module, an environmental monitoring module, a skeleton angle servo, and a battery module; The flight control module includes a flight control mainboard, communication equipment, and a propulsion control actuator, which is installed at the cross connection at the bottom of the two airship frames, and is used to analyze the target attitude and calculate the output signal, and send control signals to the power drive module and the frame angle servo through the signal line; The attitude detection module includes a gyroscope, an accelerometer and a magnetometer, which are installed at the cross connection between the bottom of the two airship frames, and are used to monitor and collect real-time attitude data and transmit the data to the flight control module; The environment monitoring module includes a camera, an ultrasonic sensor and an infrared sensor, which are installed on the side of the two annular airship frames opposite to the location of the vector propulsion device, facing the vector propulsion device, and are used to monitor three-dimensional environmental data and transmit it to the flight control module; The frame angle servo is installed at the intersection of the bottom of the two airship frames, and is used to output a specified torque to change the angle between the two airship frames, wherein the angle between the two airship frames is defined by the angle between the planes on which they are located; The battery module is installed at the cross connection at the bottom of the two airship frames to provide power support for the entire system.

3. The structure-adjustable vector-propelled spherical airship according to claim 2, characterized in that: The airship frame is fixed in a cross structure and surrounds the airship capsule in a circle, and the frame angle steering gear is installed at the cross connection.

4. The structure-adjustable vector-propelled spherical airship according to claim 3, characterized in that: The first steering gear and the second steering gear respectively control the steering of the motor and the propeller in two orthogonal planes. The rotation axes of the first steering gear and the second steering gear are perpendicular to each other. The spatial displacement of the propeller thrust application point is constrained by this orthogonal drive structure.

5. The structure-adjustable vector-propelled spherical airship according to claim 4, characterized in that: The control process is as follows: the attitude detection module collects the airship attitude data through gyroscopes, accelerometers and magnetometers, and the environment detection module uses cameras, ultrasonic and infrared sensors to obtain three-dimensional environmental information; the flight control module analyzes and processes the collected real-time data, controls the servo in the power drive module to adjust the thrust direction and size of the vector propulsion device, and adjusts the airship skeleton structure through the skeleton angle servo to achieve all-round thrust adjustment and attitude control. The battery module provides energy support for the system.

6. The structure-adjustable vector-propelled spherical airship according to claim 5, characterized in that: The line connecting the bottom and top intersections of the airship frame constitutes the rotation axis, which passes through the center of gravity of the airship capsule; the center of gravity of the battery and propulsion module is located directly below the center of gravity of the airship capsule; the frame and the capsule adopt a non-fixed covering structure so that the rotation of the frame does not affect the state of the capsule.

7. According to the structurally adjustable vector-propelled spherical airship described in claim 6, the frame angle servo body is fixed on the second frame, and its output shaft is fixedly connected to the first frame; the angle between the two frames is adjusted by the output torque of the frame angle servo, so as to realize the real-time deformation of the frame structure and dynamically adjust the aerodynamic layout; the change of the frame angle causes the position of the propeller thrust point relative to the airship capsule to change accordingly, and the aerodynamic distribution of the frame surface is adjusted in real time according to demand.

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