Cargo hold, method for adjusting attitude of cargo hold and unmanned aerial vehicle
By designing a cargo hold equipped with rotor sets and propulsion rotors, controlling the speed and deflection direction of the rotor sets, the problem of fast and accurate delivery of UAV cargo in complex environments is solved, and the stability and accuracy of the cargo hold is achieved.
Patent Information
- Application Number
- CN202311535654.X
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2023-11-17
- Publication Date
- 2025-05-20
AI Technical Summary
The existing drone cargo technology is difficult to achieve rapid and accurate distribution in complex environments, especially in scenarios with high wind speeds, and lifting stability and accuracy are difficult to ensure.
A cargo holder is designed, equipped with rotor sets and propulsion rotors on both sides. By controlling the rotation speed and deflection direction of the rotor set, the horizontal state of the cargo holder is maintained, pitch attitude adjustment and horizontal rotation about the rope.
It realizes fast and precise position and attitude control of the cargo hold in complex environments, reduces the impact of wind resistance on the attitude of the cargo hold and ensures the stability and accuracy of cargo loading.
Smart Images
Figure CN120020052A_ABST
Abstract
Description
Technical Field
[0001] This application relates to the technical field of unmanned aerial vehicle (UAV) cargo carrying, and particularly to a cargo hold, a method for adjusting the attitude of the cargo hold, and a UAV. Background Art
[0002] There are two relatively typical existing rope hoisting solutions, namely large helicopter hoisting of goods and small cargo UAVs dropping goods with ropes. A typical hoisting scenario consists of several key components: at the top is the carrier aircraft, using a section of rope to hoist an object below the carrier aircraft. In order to improve the hoisting stability and accuracy as much as possible, both of these hoisting solutions use relatively short ropes.
[0003] In the application scenarios of these two solutions, when a helicopter hoists an object, the density of the hoisted object is relatively large, the windward area is small, and the hoisting operation process requires low-speed operation; when a small cargo UAV drops goods with a rope, due to the volume and weight limitations of the dropped object, the overall average density of the object is low and it is easily affected by environmental winds. Therefore, it can only achieve hoisting in open areas and cannot achieve precise hoisting. Summary of the Invention
[0004] This application provides a cargo hold, a method for adjusting the attitude of the cargo hold, and a UAV, aiming to achieve fast and precise delivery in complex environments.
[0005] In a first aspect of this application, a cargo hold is provided, and the cargo hold includes:
[0006] A connecting part;
[0007] A cabin main body fixedly connected to the connecting part;
[0008] Two rotor groups installed on the connecting part and located on both sides of the cabin main body respectively;
[0009] Two first driving members respectively connected to the two rotor groups and used to drive the rotor groups to deflect around a first axial direction, and the first axial direction is the connection line of the two rotor groups.
[0010] In a possible design, the rotor group includes a second driving member, a forward propeller, and a reverse propeller, and the second driving member is used to drive the forward propeller and the reverse propeller to rotate simultaneously and in opposite directions.
[0011] In a possible design, the cargo hold further includes a propulsion rotor, and the propulsion rotor is located at the front end or the rear end of the connecting part, and the propulsion rotor has a deployed state and a folded state;
[0012] In the deployed state, the propulsion rotor is used to drive the cabin main body to move.
[0013] In a possible design, the propelling rotor includes a third driving member and two propeller blades, and the third driving member is used to drive the two propeller blades to rotate.
[0014] In a possible design, the cargo compartment further includes two elastic members, and the two elastic members correspond to the two propeller blades respectively. One end of the elastic member is connected to the third driving member, and the other end is connected to the corresponding propeller blade;
[0015] When the centrifugal force of the propelling rotor is greater than the elastic force of the elastic member, the propelling rotor is in the deployed state;
[0016] When the centrifugal force of the propelling rotor is less than the elastic force of the elastic member, the propelling rotor is in the folded state.
[0017] In a possible design, the cargo compartment further includes a positioning module and a control module;
[0018] The positioning module is used to sense the position and attitude of the cargo compartment and transmit the sensing signal to the control module, and the control module is used to control the rotation of the rotor group and / or the deflection around the first axial direction.
[0019] In a second aspect of the present application, a method for adjusting the attitude of the cargo compartment is provided. Using the above-mentioned cargo compartment, the method includes:
[0020] Controlling the rotational speeds of the two rotor groups located on both sides of the cabin body to be the same to keep the cargo compartment in a horizontal state;
[0021] Alternatively, controlling the rotational speeds of the two rotor groups located on both sides of the cabin body to be different to adjust the pitch attitude of the cargo compartment.
[0022] In a possible design, the pitch angle range of the cabin body is 10° - 15°.
[0023] In a possible design, it further includes:
[0024] Controlling the deflection directions of the two rotor groups along the first axial direction to be the same to adjust the movement of the cargo compartment in the deflection direction;
[0025] Alternatively, controlling the deflection directions of the two rotor groups along the first axial direction to be different to adjust the horizontal rotation of the cabin body around the rope.
[0026] In a third aspect of the present application, a drone is provided, and the drone includes:
[0027] A fuselage;
[0028] A cargo compartment, the cargo compartment is the above-mentioned cargo compartment, and the cargo compartment is connected to the fuselage by a rope.
[0029] It should be understood that the above general description and the following detailed description are only exemplary and do not limit this application. BRIEF DESCRIPTION OF THE DRAWINGS
[0030] Figure 1 It is a schematic structural diagram when the fuselage and the cargo hold of the drone provided by this application are combined;
[0031] Figure 2 It is a schematic structural diagram when the fuselage and the cargo hold of the drone provided by this application are separated;
[0032] Figure 3 It is a schematic structural diagram of the cargo hold provided by this application;
[0033] Figure 4 It is a schematic diagram of the rotor groups on both sides of the cargo hold deflecting in different directions;
[0034] Figure 5 It is a schematic structural diagram of the propulsion rotor in the deployed state provided by this application;
[0035] Figure 6 For Figure 5 Enlarged schematic diagram of part A in
[0036] Figure 7 It is a schematic structural diagram of the propulsion rotor in the folded state provided by this application;
[0037] Figure 8 For Figure 7 Enlarged schematic diagram of part B in
[0038] Reference numerals:
[0039] 1 - Drone;
[0040] 11 - Fuselage;
[0041] 12 - Cargo hold;
[0042] 121 - Hold main body;
[0043] 122 - Rotor group;
[0044] 122a - Forward propeller;
[0045] 122b - Reverse propeller;
[0046] 122c - Protective cover;
[0047] 123 - Propulsion rotor;
[0048] 123a - Propeller blade;
[0049] 123a1 - Connecting rod;
[0050] 123b - Transfer rod;
[0051] 124 - Elastic member;
[0052] 125 - Connecting portion;
[0053] 13 - Rope.
[0054] The accompanying drawings here are incorporated into the specification and form a part of this specification, showing embodiments consistent with this application, and are used together with the specification to explain the principles of this application. Detailed implementation manners
[0055] For a better understanding of the technical solutions of this application, the embodiments of this application will be described in detail below with reference to the accompanying drawings.
[0056] It should be clear that the described embodiments are only a part of the embodiments of this application, rather than all of the embodiments. All other embodiments obtained by those of ordinary skill in the art based on the embodiments in this application without any creative work belong to the scope of protection of this application.
[0057] The terms used in the embodiments of this application are only for the purpose of describing specific embodiments, and are not intended to limit this application. The singular forms "a", "the" and "said" used in the embodiments of this application and the appended claims are also intended to include the plural forms, unless the context clearly indicates otherwise.
[0058] It should be understood that the term " / and" used herein is only a description of the association relationship of associated objects, indicating that three relationships may exist. For example, A and / or B may represent: A exists alone, A and B exist simultaneously, and B exists alone. In addition, the character " / " herein generally represents an "or" relationship between the associated objects before and after.
[0059] It should be noted that the orientation terms such as "upper", "lower", "left", and "right" described in the embodiments of this application are described from the angles shown in the accompanying drawings, and should not be construed as a limitation on the embodiments of this application. In addition, in the context, it should also be understood that when it is mentioned that an element is connected "above" or "below" another element, it can not only be directly connected "above" or "below" another element, but also be indirectly connected "above" or "below" another element through an intermediate element.
[0060] Such as Figure 1 And Figure 2As shown in the figure, this embodiment provides a drone 1, which includes a fuselage 11, a cargo compartment 12, and a retracting mechanism (not shown in the figure). The retracting mechanism is installed in the cargo compartment 12. The fuselage 11 and the cargo compartment 12 can be separated or combined. When the fuselage 11 and the cargo compartment 12 are separated, the cargo compartment 12 is connected to the fuselage 11 by a rope 13. The retracting mechanism can retract and release the rope 13 to realize the separation or combination of the fuselage 11 and the cargo compartment 12. During the flight of the drone 1, the fuselage 11 and the cargo compartment 12 are in a combined state. When the drone 1 picks up and delivers goods, the drone 1 is stationary relative to the ground, and the fuselage 11 and the cargo compartment 12 begin to separate. In the combined state, the drone 1 is similar to a compound VTOL (Vertical Take-Off and Landing) aircraft, and the fuselage 11 and the cargo compartment 12 are distributed vertically. In the separated state, the cargo compartment 12 can be integrally separated from the fuselage 11, and the separated fuselage 11 still has the form of a compound VTOL aircraft. Only the rope 13 is connected between the fuselage 11 and the cargo compartment 12 in the separated state, and the signal between the fuselage 11 and the cargo compartment 12 can be transmitted by wireless communication. The overall center of gravity of the cargo compartment 12 is set below the traction point of the rope 13. The cargo compartment 12 can be basically horizontal in both the pitch direction and the roll direction under the traction of the rope 13.
[0061] Among them, an openable accommodation compartment can be set on the fuselage 11 to place the cargo compartment 12 to realize the combination of the cargo compartment 12 and the fuselage 11. Or, a docking position can be set at the lower end of the fuselage 11. The docking position is provided with a limiting mechanism. After the cargo compartment 12 rises to the docking position, the limiting mechanism can cooperate with the matching mechanism on the cargo compartment 12 to realize the combination of the cargo compartment 12 and the fuselage 11. The limiting mechanism and the matching mechanism can adopt structures in the prior art, such as snap connection, mechanical claw grasping, etc.
[0062] Such as Figure 1 and Figure 2 As shown in the figure, in some embodiments, the cargo compartment 12 includes a connecting portion 125, a cabin main body 121, and at least two rotor groups 122. The cabin main body 121 is fixedly connected to the connecting portion 125. Along the length direction of the cargo compartment 12, at least two rotor groups 122 are respectively arranged on both sides of the cabin main body 121 and can rotate relative to the cabin main body 121. Among them, the number of rotor groups 122 can be set to two, four, six, etc., and are evenly distributed on both sides of the cabin main body 121.
[0063] In this embodiment, the length direction of the cargo compartment 12 is the head-tail direction of the cargo compartment 12. Setting the rotor groups 122 on both sides of the length direction of the cargo compartment 12 can reduce the resistance generated by the rotor groups 122 to the lateral movement of the cargo compartment 12. By setting the rotor groups 122 on the cabin main body 121, the attitude of the cargo compartment 12 when it is separated from the fuselage 11 can be controlled.
[0064] In a feasible implementation, when the wind resistance in the environment where the cargo compartment 12 is located is large, the rotation speeds of the rotor groups 122 on both sides of the compartment body 121 can be controlled to be the same, so that the lift generated on both sides of the cargo compartment 12 is the same, so that the cargo compartment 12 maintains a horizontal state and reduces the influence of wind resistance on the cargo compartment 12. Specifically, when the pulling forces of the rotor groups 122 on both sides of the cargo compartment 12 increase and decrease synchronously, if the total pulling force is less than the self-weight of the cargo compartment 12, and the upper rope 13 is tightened, the position of the cargo compartment 12 remains unchanged. If the total pulling force is greater than the self-weight of the cargo compartment 12, the cargo compartment 12 will move up or down as a whole.
[0065] When the wind force in the environment where the cargo compartment 12 is located increases and causes the cargo compartment 12 to pitch, the rotation speeds of the rotor groups 122 on both sides of the compartment body 121 can be controlled to be different, so that the lift differential is generated by the lift on both sides of the cargo compartment 12, so as to manipulate the change of the pitching attitude of the cargo compartment 12, and then realize the adjustment of the pitching attitude of the cargo compartment 12, and reduce the influence of wind resistance on the attitude of the cargo compartment 12. Specifically, when the pulling forces of the rotor groups 122 on both sides of the cargo compartment 12 are different, the side of the rotor group 122 with the larger pulling force will rise, and the side of the rotor group 122 with the smaller pulling force will fall. At this time, the cargo compartment 12 will tilt as a whole, resulting in the inclination of the resultant force of the rotor groups 122 on both sides of the cargo compartment 12, and the cargo compartment 12 will move towards the direction of lowering the head.
[0066] Of course, when there is no wind or the wind force is small in the environment where the cargo compartment 12 is located, the rotor group 122 may not be started, and the cargo compartment 12 is kept horizontal through the rope 13, reducing the power consumption and noise of the drone 1.
[0067] As Figure 3 and Figure 4 shown, wherein, the rotor group 122 includes a second driving member (not shown in the figure), a forward paddle 122a and a reverse paddle 122b. The second driving member is used to drive the forward paddle 122a and the reverse paddle 122b to rotate simultaneously and in opposite directions. In this embodiment, the forward paddle 122a and the reverse paddle 122b are coaxial counter-rotating propeller blades 123a, realizing synchronous acceleration and deceleration, and their rotation speeds are the same and the rotation directions are opposite. The second driving member can be one or more motors. The forward paddle 122a and the reverse paddle 122b are installed at the driving end of the second driving member, and the coaxial counter-rotation of the forward paddle 122a and the reverse paddle 122b can be realized through the cooperation between the gear and the shaft sleeve or other structures. In this embodiment, the coaxial counter-rotating propeller blades 123a can increase the efficiency by about 6%-16% compared with the conventional propeller blades 123a in terms of performance, and the two propeller blades 123a rotate in opposite directions to cancel out the torsion force, without the torque brought by the conventional propeller blades 123a.
[0068] Furthermore, as Figure 3 and Figure 4As shown, the rotor group 122 further includes a protective cover 122c. The protective cover 122c is connected to the housing of the second driving member (not shown in the figure). The forward propellers 122a and the reverse propellers 122b are located inside the protective cover 122c. In this embodiment, by providing a sturdy protective cover 122c outside the propeller blades 123a, the propeller blades 123a can be slightly collided without being damaged.
[0069] In some embodiments, the cargo hold 12 further includes two first driving members (not shown in the figure). The two first driving members are installed on both sides of the hold main body 121 and are respectively connected to the two rotor groups 122. The connection line of the rotor groups 122 located on both sides of the hold main body 121 is the first axis of the hold main body 121. The two first driving members can respectively drive the rotor groups 122 located on both sides of the hold main body 121 to deflect around the first axis.
[0070] In this embodiment, on the basis of providing the rotor groups 122 on both sides of the cargo hold 12, first driving members are further provided on both sides of the cargo hold 12. The first driving member can be a deflection servo. The first driving member can drive the second driving member to deflect left and right around the first axis, so as to drive the forward propellers 122a and the reverse propellers 122b on both sides of the cargo hold 12 to deflect left and right around the first axis by a certain angle.
[0071] In a feasible implementation manner, when controlling the first driving member to drive the forward propellers 122a and the reverse propellers 122b on both sides of the cargo hold 12 to deflect in the same direction around the first axis, the entire cargo hold 12 will move in the direction of the deflection of the forward propellers 122a and the reverse propellers 122b. Exemplarily, when the rotor groups 122 on both sides of the cargo hold 12 deflect in the same direction, the resultant force of the rotor groups 122 on both sides of the cargo hold 12 points to the right, and the entire cargo hold 12 moves to the left.
[0072] As Figure 4 shown, when controlling the first driving member to drive the forward propellers 122a and the reverse propellers 122b on both sides of the cargo hold 12 to deflect in opposite directions around the first axis, the entire cargo hold 12 will rotate horizontally around the rope 13 to adjust the direction of the cargo hold 12. Specifically, when the rotor groups 122 on both sides of the cargo hold 12 deflect differentially, the resultant force of the rotor groups 122 on both sides of the cargo hold 12 is zero, but there is a resultant torque. The resultant torque can make one rotor group 122 on one side of the cargo hold 12 deflect to the left and the other rotor group 122 on the other side deflect to the right to adjust the orientation of the cargo hold 12 itself.
[0073] By controlling the forward propellers 122a and the reverse propellers 122b, the position and attitude of the cargo hold in the air can be adjusted more precisely, which is convenient for the docking of the cargo hold with the loading and unloading facilities or personnel.
[0074] As Figure 1 and Figure 2As shown, in some embodiments, the cargo hold 12 further includes a propulsion rotor 123, which is located at the front end or the rear end of the connecting portion 125. The propulsion rotor 123 has a deployed state and a folded state. In the deployed state, the propulsion rotor 123 is used to drive the cabin main body 121 to move.
[0075] In this embodiment, when the cargo hold 12 is separated from the fuselage 11, the propulsion rotor 123 is usually in the folded state to reduce the resistance of the movement of the cargo hold 12. If a state of strong wind prevents the mission from being carried out, the propulsion rotor 123 will be urgently activated to push the cargo hold 12 out of the dangerous environment.
[0076] Specifically, as Figures 5 to 8 shown, the propulsion rotor 123 includes a third driving member (not shown in the figure) and two propeller blades 123a. The third driving member can drive the two propeller blades 123a to rotate. The cargo hold 12 further includes two elastic members 124, which respectively correspond to the two propeller blades 123a. One end of the elastic member 124 is connected to the driving end of the third driving member, and the other end is connected to the corresponding propeller blade 123a. When the centrifugal force of the propulsion rotor 123 is greater than the elastic force of the elastic member 124, the propulsion rotor 123 is in the deployed state. When the centrifugal force of the propulsion rotor 123 is less than the elastic force of the elastic member 124, the propulsion rotor 123 is in the folded state.
[0077] In this embodiment, the third driving member can be a motor, and the two propeller blades 123a are connected to the driving shaft of the third driving member. Two transfer rods 123b are provided at the side end of the driving shaft of the third driving member. The propeller blade 123a is provided with a connecting rod 123a1, and the connecting rod 123a1 and the transfer rod 123b are rotatably connected by a connecting shaft, so that the propeller blade 123a can rotate to be parallel or perpendicular to the driving axis of the third driving member. When the propeller blade 123a is parallel to the driving shaft of the third driving member, it is in the folded state. When the propeller blade 123a is perpendicular to the driving shaft of the third driving member, it is in the deployed state. The elastic member 124 can be a spring. One end of the elastic member 124 is connected to the driving shaft of the third driving member, and the other end is connected to the end of the connecting rod 123a1 far from the transfer rod 123b. The propulsion rotor 123 itself has gravity, and the tensile force of the elastic member 124 is greater than the gravity of the propulsion rotor 123 itself. When the third driving member does not drive the propulsion rotor 123 to rotate, the propulsion rotor 123 does not generate centrifugal force. Therefore, the propulsion rotor 123 will fold under the action of the elastic member 124. When the third driving member drives the propulsion rotor 123 to rotate, the centrifugal force generated by the propulsion rotor is greater than the elastic force of the elastic member 124, and the propulsion rotor 123 will deploy under the action of the centrifugal force.
[0078] In addition, as Figure 1As shown, when the cargo hold 12 is combined with the fuselage 11, the third driving member is controlled to drive the propulsion rotor 123 to rotate, so that the propulsion rotor 123 is in an unfolded state, and the thrust generated by the rotation of the propulsion rotor 123 can drive the UAV 1 to fly.
[0079] In some embodiments, the cargo hold 12 further includes a positioning module (not shown in the figure) and a control module (not shown in the figure) that are electrically connected. The positioning module can sense the position and attitude of the cargo hold 12 and transmit the sensed signal to the control module, and the control module can control the rotation of the rotor group 122 and / or deflect around the first axial direction.
[0080] In this embodiment, the positioning module may include GPS, a vision sensor, a laser rangefinder, a lidar, etc. When the cargo hold 12 is in a separated state from the fuselage 11, the positioning module can sense the change in the relative position and attitude of the cargo hold 12 itself and transmit the sensed signal to the control module. The control module can give a manipulation amount according to the change and control the rotor group 122 to rotate, or deflect around the first axial direction, or rotate while deflecting around the first axial direction, so that the cargo hold 12 can correct its position by itself to ensure that the movement route of the cargo hold 12 is within the required range. The control module can also control whether the propulsion rotor 123 is started according to the actual situation.
[0081] This embodiment also provides a method for adjusting the attitude of the cargo hold 12. The method includes: controlling the rotor groups 122 on both sides of the cabin main body 121 to have the same rotation speed to keep the cargo hold 12 in a horizontal state. In this embodiment, when the wind resistance of the environment where the cargo hold 12 is located is large, the rotation speeds of the rotor groups 122 on both sides of the cabin main body 121 can be controlled to be the same, so that the lift generated on both sides of the cargo hold 12 is the same, so that the cargo hold 12 can be kept in a horizontal state and the influence of wind resistance on the cargo hold 12 can be reduced.
[0082] In some embodiments, the method further includes: controlling the rotor groups 122 on both sides of the cabin main body 121 to have different rotation speeds to adjust the pitch attitude of the cargo hold 12. In this embodiment, when the wind force in the environment where the cargo hold 12 is located increases and causes the cargo hold 12 to pitch, the rotation speeds of the rotor groups 122 on both sides of the cabin main body 121 can be controlled to be different, so that the lift differential is generated by the lift on both sides of the cargo hold 12, so as to manipulate the change in the pitch attitude of the cargo hold 12, and further realize the adjustment of the pitch attitude of the cargo hold 12 and reduce the influence of wind resistance on the attitude of the cargo hold 12.
[0083] In some embodiments, the pitch angle range of the cabin main body 121 is 10° - 15°, such as 10°, 12°, 15°, etc.
[0084] In some embodiments, the method further includes: controlling the rotor groups 122 located on both sides of the cabin main body 121 to have the same deflection direction along the first axis, so as to adjust the movement of the cargo cabin 12 in the deflection direction. In this embodiment, when the first driving member is controlled to drive the forward paddles 122a and the reverse paddles 122b on both sides of the cargo cabin 12 to deflect in the same direction around the first axis, the entire cargo cabin 12 will move in the direction of deflection of the forward paddles 122a and the reverse paddles 122b. In addition, in this embodiment, according to the actual situation, while controlling the rotor groups 122 on both sides of the cargo cabin 12 to rotate at the same speed or different speeds, the rotor groups 122 on both sides of the cargo cabin 12 can be further controlled to deflect in the same direction by a certain angle around the first axis.
[0085] In some embodiments, the method further includes: controlling the rotor groups 122 located on both sides of the cabin main body 121 to have different deflection directions along the first axis, so as to adjust the horizontal rotation of the cabin main body 121 around the rope 13. In this embodiment, when the first driving member is controlled to drive the forward paddles 122a and the reverse paddles 122b on both sides of the cargo cabin 12 to deflect in opposite directions around the first axis, the entire cargo cabin 12 will rotate horizontally around the rope 13 to adjust the direction of the cargo cabin 12. In addition, in this embodiment, according to the actual situation, while controlling the rotor groups 122 on both sides of the cargo cabin 12 to rotate at the same speed or different speeds, the rotor groups 122 on both sides of the cargo cabin 12 can be further controlled to deflect in the opposite direction by a certain angle around the first axis.
[0086] In the above-mentioned multiple embodiments, through the control of the rotor groups, the position and attitude of the cargo cabin in the air can be more precisely controlled, facilitating the docking of the cargo cabin with the loading and unloading facilities or personnel.
[0087] The above are only the preferred embodiments of the present application and are not used to limit the present application. For those skilled in the art, various changes and modifications can be made to the present application. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present application shall be included in the protection scope of the present application.
Claims
1. A cargo hold, characterized in that: The cargo hold comprises: Connecting part; A cabin body, fixedly connected to the connecting portion; Two rotor groups are mounted on the connecting portion and are respectively located on both sides of the cabin body; The two first driving members are respectively connected to the two rotor groups and are used to drive the rotor groups to deflect around a first axial direction, where the first axial direction is a line connecting the two rotor groups.
2. The cargo hold according to claim 1, characterized in that: The rotor assembly includes a second driving member, a forward propeller and a reverse propeller, and the second driving member is used to drive the forward propeller and the reverse propeller to rotate simultaneously and in opposite directions.
3. The cargo hold according to claim 1, characterized in that: The cargo hold further includes a propulsion rotor, which is located at the front end or the rear end of the connecting portion, and has an unfolded state and a folded state; In the deployed state, the propulsion rotor is used to drive the cabin body to move.
4. The cargo hold according to claim 3, characterized in that: The propulsion rotor includes a third driving member and two propeller blades, and the third driving member is used to drive the two propeller blades to rotate.
5. The cargo hold according to claim 4, characterized in that: The cargo hold further includes two elastic members, the two elastic members correspond to the two propeller blades respectively, one end of the elastic member is connected to the third driving member, and the other end is connected to the corresponding propeller blade; When the centrifugal force of the propulsion rotor is greater than the elastic force of the elastic member, the propulsion rotor is in the deployed state; When the centrifugal force of the propulsion rotor is smaller than the elastic force of the elastic member, the propulsion rotor is in the folded state.
6. The cargo hold according to claim 2, characterized in that: The cargo hold also includes a positioning module and a control module; The positioning module is used to sense the position and posture of the cargo compartment and transmit the sensing signal to the control module, and the control module is used to control the rotation of the rotor group and / or deflection around the first axis.
7. A method for adjusting the attitude of a cargo hold, characterized in that: Using the cargo hold according to any one of claims 1 to 6, the method comprises: Controlling the rotation speed of the two rotor groups located on both sides of the cabin body to be the same so as to keep the cargo cabin in a horizontal state; Alternatively, the rotation speeds of the two rotor groups located on both sides of the cabin body are controlled to be different to adjust the pitch attitude of the cargo cabin.
8. The method according to claim 7, characterized in that The pitch angle range of the cabin body is 10°-15°.
9. The method according to claim 7, characterized in that: Also includes: Controlling the two rotor groups to have the same deflection direction along the first axis to adjust the cargo hold to move in the deflection direction; Alternatively, the two rotor groups are controlled to have different deflection directions along the first axis to adjust the horizontal rotation of the cabin body around the rope.
10. A drone, characterized in that: The drone comprises: body; A cargo hold, wherein the cargo hold is the cargo hold according to any one of claims 1 to 6, and the cargo hold is connected to the fuselage by ropes.