A structurally adjustable vector propulsion spherical airship

Abstract

This invention relates to a spherical airship with adjustable vector propulsion. The spherical airship mainly consists of a vector propulsion device, an airship body, an airship frame, a flight control module, an attitude detection module, an environmental monitoring module, and a battery. By adjusting the thrust direction of the vector propulsion device and the angle between the airship frame and the body, precise control of the airship's attitude and flight path can be effectively achieved. This design features small size and compact structure. The propulsion device is mounted on a frame with an adjustable angle, making the control process more flexible. Simultaneously, the propulsion device's position is dynamically adjusted through the frame structure, preventing it from being positioned in the direction of the airship's movement and overcoming the safety hazards of traditional external propellers. Despite having only two propulsion devices, the system still provides precise control capabilities through seven controllable degrees of freedom, significantly enhancing the accuracy and flexibility of flight control.

Description

Technical Field

[0001] This invention relates to the field of aircraft design, particularly to low-altitude airships, and more specifically, to a spherical airship equipped with a vector propulsion device. The invention primarily aims to improve the handling performance and flight stability of airships in low-altitude and complex environments, and is suitable for aircraft requiring long-term stable flight, precise control, and high safety. Background Technology

[0002] As a unique aerodynamic aircraft, airships offer longer loiter time, stronger hovering capabilities, and higher safety compared to drones, thus demonstrating unique value in various application scenarios. However, existing traditional airships still have significant limitations in flight stability and precise control capabilities, primarily due to limitations in thrust system design, attitude control methods, and aircraft structure. Currently, airships with good attitude control typically use external propellers for power. However, exposed propellers not only increase structural complexity but also introduce potential safety hazards, especially during forward movement, where the propellers are prone to direct contact with external obstacles, increasing operational risks. Furthermore, traditional airships have limited thrust direction and a small thrust angle adjustment range, making it difficult to flexibly change attitude in complex environments. Moreover, traditional airships often suffer from uneven stress distribution in localized structures, increasing the risk of structural fatigue and failure. Therefore, existing airships face significant challenges in attitude adjustment under changing environmental conditions, experience high localized structural stress, and exhibit low control efficiency, posing potential safety hazards.

[0003] In summary, there is an urgent need for an aircraft capable of stable operation for extended periods in low-altitude environments, possessing high environmental adaptability, precise control, and high safety and reliability. In particular, an airship with an improved thrust system, optimized frame structure, and attitude control can effectively address the multiple limitations of current traditional airships in terms of stability, safety, maneuverability, and manufacturing and maintenance. Specifically, there is a need for an airship with a novel structural design, possessing high-degree-of-freedom vector thrust, reducing localized stress concentration through an adjustable frame, and improving control precision and overall flexibility. This design significantly enhances the aircraft's attitude adjustment capabilities, enabling it to maintain precise control and high adaptability in complex and ever-changing external environments. Simultaneously, by reducing the number and location of exposed propellers, the risk of direct contact with the outside world is reduced, significantly improving the aircraft's safety. Summary of the Invention

[0004] This invention addresses the shortcomings of existing technologies and, considering the operational environment requirements of low-altitude airships, solves some of the problems in existing technologies, providing a low-altitude airship with an effective, precise, highly flexible, low-disturbance, and safe all-angle vector propulsion device. This invention is achieved through the following technical methods.

[0005] The purpose of this invention is to provide a structurally adjustable vector-propulsion spherical airship, the vector-propulsion spherical airship comprising:

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

[0007] The airship's capsule is spherical;

[0008] The airship frame is ring-shaped and surrounds the airship capsule; two airship frames intersect and surround the airship capsule; the two airship frames are fixed at the same position at the intersection point at the top of the airship capsule by a rotating mechanism; the two airship frames are connected to the frame angle servo at the intersection point at 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 with respect to the airship frame rotation axis;

[0009] Two vector propulsion devices are respectively installed on the outside of one of the two airship frames relative to the airship capsule. The line connecting each of the two vector propulsion devices to the center of the airship capsule is perpendicular to the rotation axis of the airship frame. Two power drive modules provide power to the two propulsion devices respectively. When the two airship frames rotate around the airship capsule, they drive the two vector propulsion devices to rotate around the airship capsule.

[0010] The vector propulsion device includes an inner main shaft, an inner rotary joint, an inner servo joint, a propeller, a first propeller outer frame, a second propeller outer frame, an outer rotary joint, an outer servo joint, a first propulsion device mounting base, a second propulsion device mounting base, and an outer joint fixing component;

[0011] The first servo on the first propulsion device mounting base is connected to the outer frame of the first propulsion unit and the outer frame of the second propulsion unit via an external servo connector. An external rotary joint is installed on the side of the outer frame of the first and second propulsion units opposite to the position of the external servo connector, and is fixed to the second propulsion device mounting base by an external joint fastener. The second servo is fixed at the middle position on one side of the outer frame of the first and second propulsion units, and is connected to the inner main shaft via an internal servo connector. 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 outer frame of the first and second propulsion units. The inner main shaft is arranged along the diameter of the ring formed by the outer frames of the first and second propulsion units, and is perpendicular to the line connecting the external rotary joint and the external servo connector. The line connecting the external rotary joint and the external servo connector is parallel to the rotation axis of the airship frame.

[0012] The power drive module includes an electronic speed controller (ESC), a motor, a first servo motor, and a second servo motor. The motor is fixed at the center of the inner main shaft and connected to a propeller to output vector thrust. The thrust output by the propeller is perpendicular to the inner main shaft. The annular space formed by the outer frames of the first and second propellers provides the space required for propeller rotation. The ESC is used to adjust the motor speed and thrust output.

[0013] Furthermore, the aforementioned adjustable vector-propulsion spherical airship is characterized in that...

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

[0015] Furthermore, the flight control module includes a flight control motherboard, communication equipment, and propulsion control actuator, which are installed at the cross connection point at the bottom of the two airship frames. It 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 via signal lines.

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

[0017] Furthermore, the environmental 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 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] Furthermore, the frame angle servo is installed at the intersection of the bottom of the two airship frames to output a specified torque to change the included angle between the two airship frames, wherein the included angle between the two airship frames is defined by the included angle between their respective planes;

[0019] Furthermore, the battery module is installed at the intersection of the two airship frames at the bottom to provide power to the entire system.

[0020] Furthermore, the airship frame is fixed in a cross structure and surrounds the airship body, with adjustable servos installed at the cross joints.

[0021] Furthermore, the first servo and the second servo control the rotation of the thrust in two orthogonal planes respectively. The orthogonal arrangement and coaxial drive of the two servos achieve the fixed-point rotation of the thrust application point, thus constraining 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; the environment detection module uses cameras, ultrasonic sensors, and infrared sensors to acquire three-dimensional environmental information; the flight control module analyzes and processes the collected real-time data, controls the servo motors in the power drive module to adjust the thrust direction and magnitude of the vector propulsion device, and adjusts the airship frame structure through the frame angle servo motor to achieve all-round thrust adjustment and attitude control; the battery module provides energy support for the system.

[0023] Furthermore, the line connecting the bottom and top intersections of the airship frame forms a 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 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 aforementioned adjustable vector propulsion spherical airship, the frame angle servo body is fixed to 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, realizing real-time deformation of the frame structure and dynamically adjusting the aerodynamic layout; the change in the frame angle causes the thrust application point and external load distribution to change accordingly, avoiding local stress concentration.

[0025] The main advantages of this invention are:

[0026] 1. Skeleton wrapping and dynamic adjustability:

[0027] The intersecting double-frame structure encloses the airship's body, allowing the two frames to rotate relative to each other. The angle between the two frames is dynamically adjusted via frame angle servos. This relatively rotating double-frame design not only provides effective mechanical support but also allows for real-time adjustments to the airship's shape based on the external environment during flight, enhancing the aircraft's ability to cope with complex environments. The changing relative angles between the frames allow the airship to optimize its aerodynamic layout and external profile when encountering obstacles or complex airflow conditions, thereby improving flight efficiency and attitude stability. Compared to traditional fixed-frame structures, the double-frame structure of this invention offers significant advantages in flexibility and adaptability. Especially in complex and changing flight environments, it can effectively cope with various airflows, obstacles, and unexpected situations through dynamic frame adjustments, significantly improving the airship's controllability and environmental adaptability. Its ability to support and protect the propulsion system reduces the potential safety risks to personnel and objects caused by exposed propellers. Particularly in narrow or obstacle-filled environments, it enhances overall operational safety and flight mission adaptability.

[0028] 2. Combination of dual-thruster vectoring system with dual-frame structure:

[0029] By combining a dual-thrust vector propulsion system with a dual-frame structure, a comprehensive improvement in safety, maneuverability, and adaptability is achieved for the low-altitude spherical airship. Compared to traditional designs using four thrusters, this invention reduces the number to two, simplifying the system structure, reducing weight and energy consumption. Through ingenious design, precise control of flight attitude is still ensured, reducing the complexity of the control algorithm while achieving a simpler physical layout, thus reducing system redundancy. This dual-thrust design, by optimizing the arrangement of the drive units, achieves omnidirectional thrust control capability while reducing the number of thrusters, thereby achieving more efficient system stability.

[0030] 3. Energy efficiency optimization through the fusion of vector propulsion and adjustable skeleton:

[0031] By combining a vector propulsion system with an adjustable frame, significant energy efficiency improvements are achieved. The vector propulsion system can precisely control the thrust direction in multiple dimensions, reducing unnecessary thrust consumption during attitude adjustments, while the adjustable frame allows the airship's shape to be dynamically optimized according to external conditions, effectively reducing aerodynamic drag and thrust requirements. Real-time adjustment of the adjustable frame ensures that the thrust direction is always matched with the center of gravity, reducing additional energy consumption caused by attitude deviations. Simultaneously, the dynamic adjustment of the frame assists in attitude correction, reducing the need for multiple thrusters to operate simultaneously and avoiding the waste of redundant thrust, thereby reducing system energy consumption. Compared to traditional fixed-structure solutions, this combination, through optimized synergy between thrust and aerodynamic layout, not only achieves highly efficient system control but also significantly reduces energy consumption, improving overall endurance and mission execution efficiency.

[0032] Other advantages:

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

[0034] The vector propulsion system, combined with a dual-thruster configuration, provides the airship with omnidirectional thrust in three-dimensional space, enabling vertical ascent, lateral flight, and rotational maneuvers, significantly improving the airship's control precision and flexibility. The coordinated operation of the frame angle servo and the propulsion system ensures dynamic adjustment of thrust direction and frame angle to adapt to changes in the external environment, making flight attitude control more precise and efficient.

[0035] 2. Integration of skeletal structure and attitude control:

[0036] This invention particularly emphasizes the rotational degrees of freedom of the dual-framework design, optimizing the overall aerodynamic layout through dynamic adjustments of the frame angle servos. In contrast, while other aircraft may also have multi-degree-of-freedom frame designs, they do not systematically utilize the rotational degrees of freedom of the frame to achieve optimized control of the overall flight attitude. Furthermore, this patent emphasizes the coordinated operation between the frame and the thrusters. By constraining the motion space through thruster design, the offset of the point of application during thrust direction adjustments is minimized, effectively suppressing disturbance torques caused by changes in thrust position and reducing the complexity of system dynamics modeling and control. Minimizing the offset of the thrust point of application during thrust direction adjustments reduces torque disturbances during flight, lowering the difficulty of modeling and control. This allows the aircraft to maintain good attitude and path control even in confined areas or with obstacles.

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

[0038] By placing the core battery and propulsion module directly below the center of gravity of the spherical airship capsule (containing internal helium), the overall center of gravity of the aircraft is significantly lowered, improving the airship's attitude stability against external impacts. Furthermore, the airship frame and capsule are connected in a non-fixed manner, ensuring that adjustments to the frame angle do not affect the state of the capsule and internal helium, avoiding capsule rotation issues caused by frame angle adjustments and simplifying the attitude control process. Although traditional multi-degree-of-freedom aircraft typically employ center-of-gravity optimization designs, they do not explicitly consider the profound impact of multi-axis rotational moment of inertia adjustment on attitude control. The non-fixed frame-capsule structure used in this invention keeps the rotational motion of the frame relatively independent of the capsule, effectively simplifying the change in moment of inertia during multi-axis rotation and reducing the complexity of attitude control.

[0039] 4. Safety and lightweight design:

[0040] The propulsion unit, through a special skeletal structure, can adjust its relative position on the surface of the spherical airship. During flight, the structural adjustment of the skeletal structure ensures that the propulsion unit is not positioned in the airship's intended direction of motion, thus avoiding potential head-on contact with obstacles and effectively overcoming the safety hazards of traditional external propellers. The integrated design of the skeletal structure and propulsion unit enhances the airship's operational safety in confined spaces and obstacle-filled environments, reducing the risk of equipment collisions and damage. The skeletal structure is made of lightweight, high-strength materials, and the optimized integration of the propulsion unit and skeletal structure reduces the overall weight, achieving lightweighting of the airship while maintaining structural strength, thereby 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 frame and the propulsion device, the system achieves a simplified structure and fewer components, reducing manufacturing and maintenance costs. Finite element modeling was used to optimize component materials and structures, improving stress performance and structural stability while ensuring full-angle thrust adjustment. Reducing the number of components and optimizing the connections between them achieves higher functional integration, making the overall structure lighter and easier to manufacture and maintain. Simultaneously, reducing complex connectors and support structures makes the system more reliable, lowers the probability of failure, and improves operational convenience and long-term operational stability. Attached Figure Description

[0043] Figure 1 This is a schematic diagram of the adjustable vector propulsion spherical airship of the present invention.

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

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

[0046] Figure 4 This is a top view of the adjustable vector propulsion spherical airship of the present invention.

[0047] Figure 5 This is a control flowchart for the adjustable vector propulsion spherical airship of the present invention.

[0048] The meanings of the labels in the diagram are as follows:

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

[0050] 101. Inner spindle; 102. Inner rotary joint; 103. Inner servo joint; 104. Propeller; 105. First thruster outer frame; 106. Second thruster outer frame; 107. Outer rotary joint; 108. Outer servo joint; 109. First thruster mounting bracket; 110. Second thruster mounting bracket; 111. Outer joint fastener.

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

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

[0053] 3. Flight Control Module

[0054] 4. Attitude Detection Module

[0055] 5. Environmental Monitoring 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 Implementation

[0061] The preferred embodiments of the invention will now be described in detail with reference to the accompanying drawings. It should be understood that the preferred embodiments are for illustrative purposes only and are not intended to limit the scope of protection of the invention.

[0062] like Figure 1 As shown, the adjustable vector propulsion spherical airship comprises: a vector propulsion device 1a / 1b, a power drive module 2a / 2b, a flight control module 3, an attitude detection module 4, an environmental detection module 5, a battery module 6, an airship frame 7, an airship body 8, and a frame angle servo motor 9.

[0063] The overall logical relationship is as follows: two annular airship frames 7 surround an airship capsule 8, and the two airship frames 7 can rotate around the same axis of rotation around the airship capsule 8. The airship capsule 8 is spherical, so the outline of the airship formed by the two annular airship frames 7 is also spherical. The axis of rotation of the two airship frames 7 passes through the diameter of the airship capsule 8. The diameter of the two annular airship frames 7 is slightly larger than the diameter of the airship capsule 8. The gap between the surfaces of the annular airship frames 7 and the airship capsule 8 is used to allow the annular airship frames 7 to rotate safely around the airship capsule 8 without touching the airship capsule 8 during rotation. The gap between the surfaces of the annular airship frames 7 and the airship capsule 8 is not too large, which would inappropriately increase the outline of the airship formed by the two annular airship frames 7. An excessively large airship outline would increase the risk of collision during airship flight. The diameters of the two annular airship frames 7 are also slightly different, so that the diameter of one annular airship frame 7 is larger than the other, so that the rotation of each annular airship frame 7 is not restricted by the other. The spherical surface formed by rotating the larger diameter airship frame 7 covers the spherical surface formed by rotating the smaller diameter airship frame 7. Furthermore, the gap between the two annular airship frames 7 will not be excessively large, unduly increasing the airship's profile. The spherical shapes formed by rotating each of the two airship frames 7 and the spherical airship capsule 8 have, for example, the same center.

[0064] Vector propulsion devices 1a / 1b are mounted on two annular airship frames 7 and located on one side of the airship frame 7 (relative to the outside of the airship body 8). Power is supplied by power drive modules 2a / 2b, which adjust the angle of the thrust output of the vector propulsion devices 1a / 1b to output a specified vector thrust. The mounting position of the vector propulsion devices 1a / 1b is located in a plane perpendicular to the rotation axis of the two annular airship frames 7. When the rotation axis of the airship frame 7 is perpendicular to the vertical direction, the line connecting the vector propulsion devices 1a / 1b is in the horizontal direction. Only one vector propulsion device is installed on each annular frame 7 to reduce the total number of vector propulsion devices used in the spherical airship. Power drive module 2a drives vector propulsion device 1a, and power drive module 2b drives vector propulsion device 1b.

[0065] An angle servo 9 is mounted at the bottom intersection of the two airship frames 7, changing the included angle between them by outputting a specified torque (the included angle is defined by the angle between the planes on which the two airship frames 7 are located). The rotation axes of the two airship frames 7 pass through this bottom intersection. A flight control module 3 is mounted at the bottom intersection of the two airship frames 7, responsible for analyzing target attitude and calculating output signal information, sending control signals to the power drive modules 2a / 2b and the angle servo 9 via signal lines. An attitude detection module 4 is mounted 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. Two environmental detection modules 5 are located on the opposite side of the two annular airship frames 7, opposite the vector propulsion devices 1a / 1b, directly facing the vector propulsion devices 1a / 1b, responsible for monitoring three-dimensional environmental data and transmitting it to the flight control module 3. The environmental detection modules 5 mounted on the airship frames 7 rotate as they rotate. A battery module 6 is mounted 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 devices 1a / 1b include a propeller 104, a first propeller outer frame 105, a second propeller outer frame 106, an external rotary joint 107, an external servo joint 108, a first propulsion device mounting base 109, a second propulsion device mounting base 110, and an external joint fastener 111. The first propeller outer frame 105 and the second propeller outer frame 106 are made from carbon fiber sheets. The first propulsion device mounting base 109 and the second propulsion device mounting base 110 are fixed to the airship frame 7 in a non-movable manner, ensuring that the vector propulsion devices 1a / 1b are stably installed on the airship. The second propulsion device mounting base 110 is closer to the intersection of the bottoms of the two airship frames 7 than the first propulsion device mounting base 109. The rotation axes of the two airship frames 7 lie in the plane passing through the first propulsion device mounting base 109 and the second propulsion device mounting base 110.

[0067] The second servo motor 203 is mounted on the second propulsion device mounting base 110 and is connected to the first propulsion outer frame 105 and the second propulsion outer frame 106 via an external servo motor connector 108. The other ends of the two outer frames (the first propulsion outer frame 105 and the second propulsion outer frame 106) are connected to the first propulsion device mounting base 109 via an external rotary connector 107. An external connector fastener 111 ensures that the two outer frame structures can rotate at full angle between the two propulsion device mounting bases under the torque output by the second servo motor 203, with the direction of the line connecting the external rotary connector 107 and the external servo motor connector 108 as the rotation axis. By reducing the number of components and optimizing the connection methods between components, a higher degree of functional integration is achieved. The rotary connector and fastener between the propulsion outer frame and the propulsion device mounting base reduce additional supports and complex connections, making the device lighter and simpler, reducing overall weight and manufacturing precision requirements, and improving manufacturing efficiency.

[0068] The carbon fiber plate combines high strength and lightweight properties, enabling the thruster frame to maintain a small size while possessing sufficient load-bearing capacity. The design of the thruster mounting base and the thruster frame simplifies the installation process, reduces reliance on complex tools, and improves maintenance convenience. Through these optimizations, the vector propulsion device achieves efficient space utilization, reduces redundant components, improves rotational degrees of freedom and thrust control precision, and significantly enhances flight attitude stability. This efficient design reduces manufacturing and maintenance costs while improving system reliability and long-term operational stability. The first thruster frame 105 and the second thruster frame 106 are integrally annular, with the interior of the ring providing the space required for the propeller 4 to rotate and offering some protection and shielding for the propeller 4.

[0069] Furthermore, the vector propulsion device 1 also includes an inner main shaft 101, an inner rotary joint 102, and an inner servo joint 103, wherein the inner main shaft 101 is made of carbon fiber sheet. The inner main shaft 101 passes through the center of the annulus formed by the outer frame 105 of the first thruster and the outer frame 106 of the second thruster, and is perpendicular to the line connecting the outer rotary joint 107 and the outer servo joint 108. The inner main shaft 101 is located in a plane passing through the center of the airship body 8 and perpendicular to the rotation axis of the annular airship frame 7. A first servo motor 202 is fixed between the first thruster outer frame 105 and the second thruster outer frame 106. The first servo motor 202 is located on one side of the inner main shaft 101 and is connected to the inner main shaft 101 via an inner servo motor connector 103. The other end of the inner main shaft 101 is connected to an inner rotary joint 102, and the other end of the inner rotary joint 102 is fixed between the first thruster outer frame 105 and the second thruster outer frame 106 by studs or straps. This allows the internal structure of the thruster outer frame to rotate around the inner main shaft 101 at all angles within the thruster outer frame by the torque output from the first servo motor 202. By optimizing material selection and structure through finite element modeling, the components used are simplified. While ensuring full-angle rotation, the manufacturing difficulty and overall weight of the device are significantly reduced, while improving stress performance and structural stability. This design not only has the advantages of simple structure, light weight, and ease of manufacturing, but also significantly enhances the maintainability of the device, ensuring its efficient operation and long-term durability in complex flight environments.

[0070] Furthermore, such as Figure 4 As shown, two vector propulsion devices (1a and 1b) are fixed to one side of the first frame 701 and the second frame 701, respectively, at positions labeled 1a and 1b, and are installed in the same manner at both locations. Power drive modules (2a and 2b) provide power to the vector propulsion devices (1a and 1b). Environmental detection modules (5a and 5b) are located on one side of the first frame 701 and the other side of the second frame 701 opposite the vector propulsion devices (1a and 1b), respectively.

[0071] like Figure 2As shown, the power drive modules 2a / 2b include a motor 201, a first servo motor 202, and a second servo motor 203. The motor 201 is fixed to the center of the inner main shaft 101 and connected to a propeller 104 to output vector thrust; the thrust output by the propeller 104 is perpendicular to the inner main shaft 101. The second servo motor 203 is fixed to the second propulsion device mounting base 110 and outputs torque to the first propeller outer frame 105 and the second propeller outer frame 106 via an external servo motor connector 108; the first servo motor 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 via the internal servo motor connector 103. This allows the vector propulsion devices 1a / 1b to be adjusted at any angle in three-dimensional space, ensuring precise control and rapid response of the thrust direction. Through the linkage between the power drive modules 2a / 2b and the vector propulsion devices 1a / 1b, the system not only has high-degree-of-freedom maneuverability but also achieves a balance between structural complexity and weight, improving the overall reliability of the system.

[0072] Furthermore, such as Figure 3 As shown, the power drive modules 2a / 2b also include an ESC 204, which is fixed to the inner spindle 101 and is opposite to the motor 201 via the inner spindle 101. It is connected to the motor 201 and the flight control module 3 respectively, and is used to adjust the speed and thrust output of the motor 201. It can also realize real-time dynamic adjustment of the propulsion device during flight, thereby improving the response speed and control accuracy of the aircraft.

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

[0074] like Figure 1 As shown, the flight control module 3 includes a flight control motherboard, communication equipment, and propulsion control actuators. The flight control module 3 is fixed to the bottom of the airship frame 7 and is connected to the power drive module 2, attitude detection module 4, environment detection module 5, and frame angle servo 9 via signal lines. The flight control module 3 receives attitude angle change information from the attitude detection module 4 and three-dimensional environmental data from the environment detection module 5. After information analysis, it sends real-time commands to the power drive modules 2a / 2b and the frame angle servo 9 to control the angle and magnitude of thrust. Simultaneously, it adjusts the frame structure, thereby changing the actual position of the vector propulsion devices 1a / 1b relative to the airship hull. This ensures that the airship can precisely adjust its attitude even in complex environments, avoid obstacles, and achieve flight control objectives. Through modular design and real-time information processing, the system possesses high response speed and control precision, enhancing the airship's stability and maneuverability in changing environments and improving the overall reliability and adaptability of control.

[0075] like Figure 1 As shown, the attitude detection module 4 includes a gyroscope, accelerometer, and magnetometer. The attitude detection module 4 is installed at the bottom of the airship frame 7 and connected to the flight control module 3 via a signal line. This module can sense the airship's attitude changes in real time, providing accurate angular velocity, linear acceleration, and magnetic field data. By comprehensively sensing attitude information, it reduces noise and measurement errors, ensuring high accuracy and stability of the data. It provides reliable attitude feedback to the flight control module 3, optimizing control decisions, especially in complex environments, and ensuring the accuracy and consistency of attitude adjustments.

[0076] like Figure 4 As shown, the environmental detection module 5 includes a camera, an ultrasonic sensor, and an infrared sensor. The environmental detection module 5 is fixed to the other side of the first frame 701 and the second frame 701, at positions labeled 5a and 5b respectively, with identical installation methods at both locations. Through multi-sensor fusion, it provides multi-dimensional environmental data such as visible light images, distance measurements, and temperature sensing, ensuring comprehensive monitoring of the surrounding environment. In low-light or obstacle-heavy conditions, the module can improve perception accuracy and detection range, assisting the flight control module 3 in achieving more precise path planning and obstacle avoidance.

[0077] like Figure 1 As shown, battery module 6 is installed below the airship's frame and can provide the necessary electrical energy to each detection module and power module. This battery module uses model aircraft lithium batteries as its energy source, providing stable power to all parts of the system.

[0078] like Figure 4As shown, the airship frame 7 consists of a first frame 701 and a second frame 702, which intersect and cover the airship body. The two frames are fixed at the same position at their top intersection point via a rotating mechanism, while the bottom intersection point is connected to the frame angle servo 9. The line connecting the two intersection points forms the frame rotation axis, which passes through the center of gravity of the airship body, allowing the two frames to rotate synchronously around this axis. This design allows the airship structure to dynamically change according to different environmental conditions. By adjusting the frame rotation angle, the airship can effectively cope with complex environments, such as the number and distribution of obstacles in front, or optimize its aerodynamic characteristics under different airflow conditions according to different flight requirements. This reduces drag and improves flight stability, and reduces ineffective thrust consumption, thereby improving overall energy efficiency. Specifically, in high-speed straight flight, adjusting the frame angle allows the two vector propulsion devices to be located on the same side and arranged adjacently, reducing the frontal cross-sectional area, reducing vortex losses caused by airflow separation, and optimizing propulsion efficiency. This layout also reduces the lateral shear force exerted by the propulsion devices on the frame, reducing structural stress loss. Under high-angle crosswind conditions, the spatial layout of the propulsion system can be optimized through real-time adjustment of the frame angle, achieving synergistic compensation of aerodynamic forces and propulsion, and reducing the impact of wind-induced disturbances. Simultaneously, this layout reduces lateral aerodynamic moments, improving flight stability. Furthermore, dynamic frame adjustments can alter the airship's morphology according to mission requirements, thereby enhancing maneuverability in confined spaces or increasing flight efficiency in open environments. Dynamic adjustment of the frame angle provides additional configurational freedom, forming a multi-dimensional control space together with the propulsion system's vector thrust and steering angle. This redundancy design allows the system to optimize energy efficiency, aerodynamic performance, and structural stress in real time while ensuring optimal motion control. For example, in complex obstacle environments, increasing the frame angle results in a symmetrical distribution of the propulsion system, providing maximum steering moment and attitude adjustment capability. When traversing narrow passages, the lateral envelope size can be minimized by contracting 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 endurance but also improves its mission performance in complex environments; enhances the airship's adaptability and maneuverability, improves the accuracy and overall efficiency of flight control, and ensures that it has stronger stability and responsiveness in diverse 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 encloses the capsule but is not fixedly connected to it. This non-fixed enclosing design allows the frame to move independently of the capsule, effectively avoiding disturbance to the capsule when the frame rotates, and improving the flexibility and control precision of attitude adjustment.

[0080] like Figure 1As shown, the frame angle servo 9 is installed at the bottom intersection of the first frame 701 and the second frame 702. The frame angle servo 9 body is fixed on the second frame 702, and its output shaft is fixed to the first frame 701 in a non-rotatable manner. The output torque of the frame angle servo 9 changes the angle between the two frames. By adjusting the output torque of the frame angle servo 9, the angle between the two frames can be adjusted, realizing controllable changes in the frame structure. Through the angle adjustment capability of the servo, the frame structure can be finely adjusted in real time during flight to adapt to dynamic external conditions, increase the degree of freedom of control, improve stability and maneuverability, and quickly respond to emergencies, enhancing mission adaptability. For example, when encountering strong crosswinds, the frame angle servo 9 can quickly adjust the angle. The real-time adjustment of the frame angle and the coordinated control of the propulsion device vector angle can effectively resist wind-induced disturbances. The frame angle can be changed to reduce the windward area of ​​the propulsion device on the windward side, while the leeward side propulsion device generates a compensating torque to maintain flight attitude stability. In straight-line cruise mode, the frame angle is adjusted to its minimum, aligning the two vectoring propulsion units closely. This minimizes the airship's frontal cross-sectional area, significantly reducing aerodynamic drag and improving cruise efficiency. When the frame angle is adjusted to 90 degrees, the two propulsion units are arranged vertically, enabling precise heading control and route tracking. Expanding the angle to nearly 180 degrees maximizes the propulsion units' distribution span, achieving maximum attitude control torque. During rapid flight transitions, such as emergency braking or sharp turns, the frame angle can be quickly expanded from its minimum to nearly 180 degrees, simultaneously adjusting the propulsion units to generate reverse thrust, utilizing the maximum lever arm for rapid deceleration and attitude reconfiguration. Furthermore, in obstacle-rich environments, the frame angle can be dynamically adjusted based on obstacle distribution, optimizing the propulsion unit layout to provide the necessary maneuverability. Simultaneously, dynamic servo adjustments ensure timely adjustments to the relative position of the frame in response to thrust changes or environmental disturbances, distributing external loads on the frame and preventing localized stress concentration. Local stress concentration is often the main cause of structural fatigue. Through continuous adjustment, local stress can be dispersed to a wider range, reducing the concentration of bending moment and shear force, reducing material fatigue accumulation, and thus 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 airship's attitude information in real time using a gyroscope, accelerometer, and magnetometer, collecting data such as angular velocity, acceleration, and magnetic field to ensure accurate perception of attitude changes. Simultaneously, the environment detection module 5 uses cameras, ultrasonic sensors, and infrared sensors to acquire three-dimensional information about the external environment, including object distances, surrounding obstacles, and ambient temperature. This data is transmitted to the flight control module 3 via signal lines. The flight control module 3 analyzes and processes the real-time data from the attitude detection module 4 and environment detection module 5, generating corresponding control signals. Using these signals, the flight control module 3 controls the first and second servos in the power drive module 2 to adjust the thrust direction and magnitude of the vector propulsion device 1, ensuring the airship can precisely adjust its attitude and path according to environmental changes. Simultaneously, the flight control module 3 also controls the frame angle servo 9 to adjust the angle of the airship frame 7, adapting the frame structure to current flight requirements and further optimizing attitude and flight efficiency. The entire system is powered by the battery module 6, ensuring continuous and stable operation of all modules. Through this multi-dimensional data fusion and precise control, the spherical airship can achieve all-round thrust adjustment and flight attitude control, thereby enabling efficient and flexible flight missions in complex environments.

[0083] This invention relates to a vector-propulsion spherical airship, which effectively achieves precise control over the airship's attitude and flight path by adjusting the thrust direction of the vector propulsion device and the angle between the airship frame and the capsule. The design is characterized by its small size and compact structure. The propulsion device is mounted on a frame with an adjustable angle, making the control process more flexible. Simultaneously, the propulsion device's position is dynamically adjusted through the frame structure, preventing it from being positioned in the direction of the airship's movement and overcoming the safety hazards of traditional external propellers. Despite having only two propulsion devices, the system still provides precise control capabilities through seven controllable degrees of freedom, significantly enhancing the accuracy and flexibility of flight control. The system's seven controllable degrees of freedom constitute a complete multi-dimensional control space: each of the two vector propulsion devices contains three degrees of freedom—adjusting the magnitude of the thrust output from the motors and adjusting the thrust direction angle in two vertical planes through two orthogonally arranged servos, totaling six degrees of freedom; the bottom frame angle servo controls the change in the angle between the two frames, constituting the seventh degree of freedom. By changing the spatial distribution of the propulsion devices, dynamic optimization of the thrust application point is achieved. The coordinated operation of the frame and propulsion device ensures attitude control accuracy. The frame dynamically adjusts and optimizes the layout of the propulsion device to improve energy efficiency, making it particularly suitable for operation in environments with dense obstacles.

[0084] The above description is only a preferred embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any modifications or substitutions made by those skilled in the art within the scope of the technology disclosed in the present invention should be considered as being covered within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the scope of the claims.

Claims

1. A structurally adjustable vector-propulsion spherical airship, characterized in that: It includes two vector propulsion devices, an airship body, two airship frames, and two power drive modules; The airship's capsule is spherical; The airship frame is ring-shaped and surrounds the airship capsule; two airship frames intersect around the airship capsule, forming an intersection point at the top and bottom of the airship capsule; the two airship frames are fixed at the same position at the intersection point at the bottom of the airship capsule by a rotating mechanism; the two airship frames are connected to the frame angle servo at the intersection point at the bottom 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 with respect to the airship frame rotation axis; Two vector propulsion devices are respectively installed on the outside of one of the two airship frames relative to the airship capsule. The line connecting each of the two vector propulsion devices to the center of the airship capsule is perpendicular to the rotation axis of the airship frame. Two power drive modules provide power to the two vector propulsion devices respectively. When the two airship frames rotate around the airship capsule, they drive the two vector propulsion devices to rotate around the airship capsule. The vector propulsion device includes an inner main shaft, an inner rotary joint, an inner servo joint, a propeller, a first propeller outer frame, a second propeller outer frame, an outer rotary joint, an outer servo joint, a first propulsion device mounting base, a second propulsion device mounting base, and an outer joint fixing component; The first servo on the first propulsion device mounting base is connected to the outer frame of the first propulsion unit and the outer frame of the second propulsion unit via an external servo connector. An external rotary joint is installed on the side of the outer frame of the first and second propulsion units opposite to the position of the external servo connector, and is fixed to the second propulsion device mounting base by an external joint fastener. The first servo drives the inner main shaft to rotate. The second servo is located in the middle of the side where the outer frames of the first and second propulsion units are fixed, and is connected to the inner main shaft via an internal servo connector. 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 outer frames of the first and second propulsion units. The second servo drives the outer frames of the first and second propulsion units to rotate along the line connecting the external rotary joint and the external servo connector as the rotation axis. The inner main shaft is arranged along the diameter of the ring formed by the outer frames of the first and second propulsion units, and is perpendicular to the line connecting the external rotary joint and the external servo connector. The line connecting the external rotary joint and the external servo connector is parallel to the rotation axis of the airship frame. The power drive module includes an electronic speed controller (ESC), a motor, a first servo motor, and a second servo motor. The motor is fixed at the center of the inner main shaft and connected to a propeller to output vector thrust. The thrust output by the propeller is perpendicular to the inner main shaft. The annular space formed by the outer frames of the first and second propellers provides the space required for propeller rotation. The ESC is used to adjust the motor speed and thrust output.

2. The adjustable vector propulsion spherical airship according to claim 1, characterized in that, The vector propulsion spherical airship also includes a flight control module, an attitude detection module, an environmental monitoring module, a frame angle servo, and a battery module; The flight control module includes a flight control motherboard, communication equipment, and propulsion control actuators. It is installed at the cross connection point at the bottom of the two airship frames and is used to analyze the target attitude and calculate the output signal. It also sends control signals to the power drive module and the frame angle servo via signal lines. The attitude detection module includes a gyroscope, an accelerometer, and a magnetometer. It is installed at the cross connection point at the bottom of the two airship frames and is used to monitor and collect real-time attitude data and transmit the data to the flight control module. The environmental monitoring module includes a camera, an ultrasonic sensor, and an infrared sensor, which are installed on the side of the two ring-shaped airship frames opposite 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 included angle between the two airship frames, wherein the included angle between the two airship frames is defined by the included angle between their respective planes. The battery module is installed at the intersection of the two airship frames at the bottom and is used to provide power to the entire system.

3. The adjustable vector propulsion spherical airship according to claim 2, characterized in that, The airship frame is fixed in a cross structure and surrounds the airship body. Angle servos of the frame are installed at the cross joints.

4. The adjustable vector propulsion spherical airship according to claim 3, characterized in that, The first and second servos control the steering of the motor and propeller in two orthogonal planes, respectively. The rotation axes of the first and second servos are perpendicular to each other, and this orthogonal drive structure constrains the spatial displacement of the propeller thrust point.

5. The adjustable vector propulsion spherical airship according to claim 4, characterized in that, The control process is as follows: the attitude detection module collects airship attitude data through gyroscopes, accelerometers and magnetometers; 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 motors in the power drive module to adjust the thrust direction and magnitude of the vector propulsion device, and adjusts the airship frame structure through the frame angle servo motor to achieve all-round thrust adjustment and attitude control; the battery module provides energy support for the system.

6. The adjustable vector propulsion spherical airship according to claim 5, characterized in that, The line connecting the bottom and top intersections of the airship frame forms 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 capsule adopt a non-fixed encapsulation structure, so that the rotation of the frame does not affect the state of the capsule.

7. According to claim 6, in a structurally adjustable vector propulsion spherical airship, 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, thereby realizing the real-time deformation of the frame structure and dynamically adjusting the aerodynamic layout; the change in the frame angle causes the position of the propeller thrust application point relative to the airship body to change accordingly, and the aerodynamic distribution on the frame surface is adjusted in real time according to requirements.

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