Wheel type posture adjusting device

Abstract

The invention discloses a wheel type posture adjusting device, and relates to the technical field of posture adjusting devices.The wheel type posture adjusting device comprises a structural cabin, a motor frame is installed on the structural cabin, a driving motor is installed on the motor frame, a rotating frame is installed on an output shaft of the driving motor, and a plurality of posture adjusting engines are installed on the rotating frame; before the aircraft is used, each engine can be numbered, the numbers and the corresponding positions of the engines are input into a control system of the aircraft, a controller agrees to deploy and adjust the attitude of the engines, and the controller controls a driving motor to operate, so that the attitude of the engines is adjusted. The output shaft of the driving motor drives the attitude adjusting engine to rotate through the rotating frame, the attitude adjusting engine with the specified number is rotated to the specified air jet port, attitude adjusting power can be provided for the specified position in real time according to the requirement through the rotating structure, the space utilization rate is increased, the use efficiency of the engine is improved, and the cost is reduced.

Description

Technical Field

[0001] This invention relates to the field of posture adjustment device technology, specifically a wheel-type posture adjustment device. Background Technology

[0002] Currently, the demand for attitude control systems in tactical and strategic missiles and aerospace vehicles is enormous, directly affecting the vehicle's maneuverability, strike accuracy, and penetration effectiveness. Existing attitude control devices are mainly divided into two categories: liquid attitude control systems and solid attitude control systems. Liquid systems generate thrust by squeezing propellant in a storage tank through a high-pressure gas cylinder and then spraying it through an injector controlled by an electromagnetic valve. Although they have the ability to be started multiple times, the system contains complex pipelines, valves, and storage tanks, resulting in a bulky structure. The more widely used approach is the micro solid pulse thruster array, which typically has dozens of micro solid rocket motors directly fixed on the outer circumferential surface or internal support of the vehicle section. Each motor corresponds to a fixed thrust direction, and the required attitude control force is synthesized by selective ignition through the fire control system.

[0003] Fixed-mount solid pulse motors have the drawback of being "one-off". Once the motor in a certain direction is exhausted, the control capability in that direction is lost, making it impossible to achieve continuous multiple adjustments in the same vector direction. In addition, a large number of motors need to be arranged to cover all directions, resulting in low space utilization and large self-weight. Traditional rotating mechanisms lack rigid physical locking and correction mechanisms, and are prone to overshoot or undershoot under high-speed rotational inertia, affecting the attitude adjustment effect. Summary of the Invention

[0004] The purpose of this invention is to provide a wheel-type attitude adjustment device to solve the problems in the prior art, such as the inability to achieve multiple adjustments in the same direction due to the single use of the engine, low space utilization, and heavy dead weight.

[0005] To achieve the above objectives, the present invention provides the following technical solution: the wheeled attitude adjustment device includes a structural cabin, a motor frame is mounted on the structural cabin, a drive motor is mounted on the motor frame, a rotating frame is mounted on the output shaft of the drive motor, a plurality of attitude adjustment engines are mounted on the rotating frame, and four sets of jet nozzles are evenly opened on the structural cabin.

[0006] The structural compartment is equipped with a detection component to detect whether the attitude adjustment engine has rotated to a designated position, and the structural compartment is also equipped with a correction component to correct the position of the attitude adjustment engine when it has not rotated to the designated position.

[0007] As a preferred technical solution, two limiting rings are installed on the structural cabin, and the ends of several attitude adjustment engines extend into the groove formed by the two limiting rings and the structural cabin.

[0008] As a preferred technical solution, the detection component includes a driving component, a turntable, a connecting rod, a trigger seat, a connecting groove, a detection slider, a trigger groove, a push rod, an elastic component, and a trigger sensor;

[0009] A driving component is provided on the rotating component, and a turntable is installed at the output end of the driving component. A trigger seat is installed inside the structural cabin. A linkage groove is provided on the trigger seat, and a detection slider is slidably installed in the linkage groove. The detection slider and the turntable are connected by a linkage rod. The detection slider and the linkage rod are rotatably connected. The linkage rod is eccentrically mounted on the turntable. A trigger groove is provided on the trigger seat, and a push rod is slidably installed in the trigger groove. A trigger sensor is installed on the side of the trigger groove away from the linkage rod. The push rod is connected to the wall of the trigger groove away from the trigger sensor by an elastic element.

[0010] As a preferred technical solution, the driving component includes a gear disk, a mounting groove, a rotating column, and a driven gear;

[0011] A gear disk is mounted on the rotating component, and an installation groove is provided on one of the limiting rings. A rotating column is rotatably mounted in the installation groove, and a driven gear is mounted on the rotating column. The driven gear meshes with the gear disk, and a turntable is mounted on the upper end of the rotating column.

[0012] As a preferred technical solution, the correction assembly includes a mounting base, a correction motor, a screw, a correction slider, a correction groove, an electromagnetic block, a correction rod, and a distance sensor;

[0013] A mounting base is installed on the structural compartment, and a correction motor is installed on the mounting base. Two screws are symmetrically installed inside the mounting base, and the two screws are respectively connected to the two output shafts of the correction motor. A correction slider is slidably installed on the screws, and a correction groove is opened on the correction slider. An electromagnetic block is installed at the end of the correction groove away from the attitude adjustment engine. A correction rod is slidably installed in the correction groove, and a distance sensor is installed at the end of the electromagnetic block near the correction rod.

[0014] As a preferred technical solution, a limiting groove is formed on one side of the correction groove, and a limiting protrusion is installed on the correction rod, with the limiting protrusion embedded in the limiting groove.

[0015] As a preferred technical solution, the attitude adjustment engine includes an engine housing, a propellant grain, a semiconductor bridge, a circuit board, a signal receiver, an ignition charge, an amplification sequence, a battery, and a capacitor;

[0016] An engine housing is mounted on the rotating frame. A circuit board is installed inside the engine housing. A signal receiver, a battery, and a capacitor are mounted on the side of the circuit board near the drive motor. A semiconductor bridge is mounted on the side of the circuit board away from the drive motor. An amplification sequence is wrapped around the semiconductor bridge. An ignition powder is wrapped around the amplification sequence. A propellant column is filled inside the engine housing. The propellant column is in contact with the amplification sequence.

[0017] As a preferred technical solution, a number of attitude adjustment engines are arranged evenly in a circle on the rotating frame, and the number of attitude adjustment engines is a multiple of four.

[0018] Compared with the prior art, the beneficial effects of the present invention are:

[0019] 1. The attitude adjustment engines are arranged in a circle inside the structural compartment. The rotating frame is driven by a drive motor to rotate the attitude adjustment engines precisely to the jet nozzle position of the structural compartment, thereby improving the utilization rate of the engines and the space utilization rate.

[0020] 2. The use of gear meshing and eccentric linkage mechanism to achieve purely mechanical position detection ensures strict synchronization between the detection action and the physical position, avoids signal interference from non-contact sensors, and improves detection accuracy and reliability.

[0021] 3. Set up a correction component to correct any errors that may occur during rotation and eliminate rotational margin errors. Attached Figure Description

[0022] Figure 1 This is a first-view structural diagram of the present invention;

[0023] Figure 2 This is a schematic diagram of the second perspective structure of the present invention;

[0024] Figure 3 This is a schematic diagram of the cross-sectional structure of the present invention;

[0025] Figure 4 This is a schematic diagram of the first partial cross-sectional structure of the present invention;

[0026] Figure 5 This is a partial structural diagram of the present invention;

[0027] Figure 6 This is a schematic diagram of the second partial cross-sectional structure of the present invention;

[0028] Figure 7 This is a schematic diagram of the third partial cross-sectional structure of the present invention;

[0029] Figure 8 This is a schematic diagram of the fourth partial cross-sectional structure of the present invention.

[0030] In the diagram: 1. Structural compartment; 2. Motor frame; 3. Drive motor; 4. Rotating frame;

[0031] 5. Attitude adjustment engine; 501. Engine housing; 502. Propellant charge; 503. Semiconductor bridge; 504. Circuit board; 505. Signal receiver; 506. Ignition charge; 507. Amplification sequence; 508. Battery; 509. Capacitor;

[0032] 6. Air nozzle; 7. Limiting ring;

[0033] 8. Detection assembly; 801. Drive component; 802. Gear disk; 803. Mounting slot; 804. Rotary column; 805. Driven gear; 806. Turntable; 807. Linking rod; 808. Trigger seat; 809. Linking groove; 810. Detection slider; 811. Trigger groove; 812. Push rod; 813. Elastic element; 814. Trigger sensor;

[0034] 9. Correction assembly; 901. Mounting base; 902. Correction motor; 903. Screw; 904. Correction slider; 905. Correction groove; 906. Electromagnetic block; 907. Correction rod; 908. Distance sensor; 909. Limiting groove; 910. Limiting protrusion. Detailed Implementation

[0035] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0036] Example: Figures 1-3 As shown, the present invention provides a wheeled attitude adjustment device technical solution. The wheeled attitude adjustment device includes a structural cabin 1, a motor frame 2 is installed on the structural cabin 1, a drive motor 3 is installed on the motor frame 2, a rotating frame 4 is installed on the output shaft of the drive motor 3, a plurality of attitude adjustment engines 5 are installed on the rotating frame 4, and four sets of jet nozzles 6 are evenly opened on the structural cabin 1.

[0037] The structural compartment 1 is equipped with a detection component 8 for detecting whether the attitude adjustment engine 5 has rotated to a designated position. The structural compartment 1 is also equipped with a correction component 9 for correcting the position of the attitude adjustment engine 5 when it has not rotated to the designated position.

[0038] Before use, each engine can be assigned a number, and the engine number and corresponding location can be input into the aircraft's control system. The controller will then allocate the attitude adjustment engine 5. When flight attitude adjustment is required, the controller will control the drive motor 3 to operate. The output shaft of the drive motor 3 will drive the attitude adjustment engine 5 to rotate through the rotating frame 4, rotating the designated attitude adjustment engine 5 to the designated jet nozzle 6. At this time, the attitude adjustment engine 5 will ignite and jet to adjust the attitude. This rotating structure can provide attitude adjustment power to the designated location in real time as needed, improving space utilization, increasing engine efficiency, and reducing costs.

[0039] Two limiting rings 7 are installed on the structural compartment 1, and the ends of several attitude adjustment engines 5 extend into the groove formed by the two limiting rings 7 and the structural compartment 1.

[0040] Two limiting rings 7 are coaxially mounted on the structural compartment 1, forming a ring-shaped deep groove structure together with the outer wall of the structural compartment 1. The ends of several attitude adjustment engines 5 extend into the groove to rotate. This structure uses the limiting rings 7 to provide radial and axial auxiliary support for the attitude adjustment engines 5, preventing the attitude adjustment engines 5 from shaking or falling off when the rotating frame 4 rotates at high speed or when the engine ignites and generates a huge recoil force. This significantly improves the overall rigidity and operational stability of the rotating mechanism.

[0041] like Figure 1 and Figures 3-5 As shown, the detection component 8 includes a drive unit 801, a turntable 806, a connecting rod 807, a trigger seat 808, a connecting groove 809, a detection slider 810, a trigger groove 811, a push rod 812, an elastic element 813, and a trigger sensor 814.

[0042] A drive component 801 is provided on the rotating component, and a turntable 806 is installed at the output end of the drive component 801. A trigger seat 808 is installed in the structural compartment 1. A linkage groove 809 is provided on the trigger seat 808. A detection slider 810 is slidably installed in the linkage groove 809. The detection slider 810 and the turntable 806 are connected by a linkage rod 807. The detection slider 810 and the linkage rod 807 are rotatably connected. The linkage rod 807 is eccentrically mounted on the turntable 806. A trigger groove 811 is provided on the trigger seat 808. A push rod 812 is slidably installed in the trigger groove 811. A trigger sensor 814 is installed on the side of the trigger groove 811 away from the linkage rod 807. The push rod 812 is connected to the wall of the trigger groove 811 away from the trigger sensor 814 by an elastic member 813.

[0043] When the drive motor 3 drives the attitude adjustment engine 5 to rotate, the drive motor 3 drives the turntable 806 to rotate through the drive component 801. Since the linkage rod 807 is eccentrically mounted on the turntable 806, the rotation of the turntable 806 will drive the detection slider 810 to slide back and forth along the linkage groove 809. When one attitude adjustment engine 5 rotates to the position of the adjacent attitude adjustment engine 5, the number of rotations of the turntable 806 is a whole number of rotations. Initially, the detection slider 810 is located on the side of the linkage groove 809 away from the turntable 806 and pushes the push rod 812 to contact the contact sensor. The angle between adjacent attitude adjustment engines 5 is one adjustment unit. That is, when the attitude adjustment engine 5 rotates through one adjustment unit, the detection slider 810 will push the push rod 812 to contact the trigger sensor 814 again. The trigger sensor 814 is connected in series with the controller to control the ignition of the attitude adjustment engine 5. Only when the trigger sensor 814 is triggered will the ignition signal issued by the controller take effect.

[0044] Therefore, when the attitude adjustment engine 5 is not moved to the designated position, the attitude adjustment engine 5 cannot be ignited. This purely mechanical linkage method accurately verifies whether the rotation angle is in place, avoiding the high temperature and pressure inside the attitude adjustment device caused by the misalignment of the propellant nozzle and the jet nozzle 6 of the attitude adjustment engine 5, which could damage the aircraft. At the same time, this detection method avoids the signal interference problem of multiple sensor detection methods.

[0045] The drive component 801 includes a gear disk 802, a mounting groove 803, a rotating column 804, and a driven gear 805;

[0046] A gear disk 802 is mounted on the rotating part. A mounting groove 803 is opened on a limiting ring 7. A rotating column 804 is rotatably mounted in the mounting groove 803. A driven gear 805 is mounted on the rotating column 804. The driven gear 805 meshes with the gear disk 802. A turntable 806 is mounted on the upper end of the rotating column 804.

[0047] The gear disk 802 is fixed on the rotating frame 4 and rotates synchronously with the main shaft. As the input end of the detection system, it meshes with the driven gear 805 on the rotating column 804. When the main system rotates, the gear disk 802 drives the driven gear 805 and the rotating column 804 to rotate, which in turn drives the turntable 806 mounted on the top of the rotating column 804 to rotate. This gear transmission design ensures that the action of the detection component 8 and the actual physical position of the attitude adjustment engine 5 maintain a strict transmission ratio relationship, realizes high-precision position synchronization feedback, and ensures the detection accuracy of the position of the attitude adjustment engine 5.

[0048] like Figure 1 , Figures 3-4 and Figures 6-7 As shown, the correction assembly 9 includes a mounting base 901, a correction motor 902, a screw 903, a correction slider 904, a correction groove 905, an electromagnetic block 906, a correction rod 907, and a distance sensor 908.

[0049] A mounting base 901 is installed on the structural compartment 1. A correction motor 902 is installed on the mounting base 901. Two screws 903 are symmetrically installed inside the mounting base 901. The two screws 903 are respectively connected to the two output shafts of the correction motor 902. A correction slider 904 is slidably installed on the screws 903. A correction groove 905 is opened on the correction slider 904. An electromagnetic block 906 is installed at the end of the correction groove 905 away from the attitude adjustment engine 5. A correction rod 907 is slidably installed inside the correction groove 905. A distance sensor 908 is installed at the end of the electromagnetic block 906 near the correction rod 907.

[0050] The drive motor 3 can move the designated attitude adjustment engine 5 to the jet nozzle 6. However, due to mechanical friction or installation errors, the stopping position of the attitude adjustment engine 5 may have a slight deviation. The detection component 8 is used to confirm in real time whether the attitude adjustment engine 5 is accurately aligned with the jet nozzle 6. If a deviation occurs, the correction component 9 intervenes to make fine adjustments, ensuring the accurate output of the thrust vector.

[0051] The correction motor 902 is electrically connected to the drive motor 3, the trigger sensor 814, and the distance sensor 908. The correction motor 902 is installed on the central axis of the jet nozzle 6, and initially the two correction sliders 904 are symmetrical with respect to the central axis of the jet nozzle 6. When the drive motor 3 stops rotating, if the trigger sensor 814 is not triggered, the electromagnetic block 906 generates a repulsive thrust on the correction rod 907, and the correction motor 902 starts. The output shaft of the correction motor 902 drives the screw 903 to rotate, thereby driving the two correction sliders 904 to move synchronously away from the correction motor 902. When the distance sensor 908 detects that both correction rods 907 have been pushed out, the correction motor 902 reverses and drives the two correction rods 907 to move synchronously back. Since the two correction rods 907 move synchronously back, during the back movement, the nearest attitude adjustment engine 5 at the jet nozzle 6 will be moved to the middle position of the jet nozzle 6 so that the propellant port of the attitude adjustment engine 5 is aligned with the jet nozzle 6. This achieves fine adjustment when the position of the attitude adjustment engine 5 is inaccurate, ensuring the accurate output of the attitude adjustment thrust.

[0052] When the drive motor 3 rotates, the electromagnetic block 906 exerts an attractive force on the correction rod 907, drawing the correction rod 907 upward.

[0053] A limiting groove 909 is provided on one side of the correction groove 905, and a limiting protrusion 910 is installed on the correction rod 907. The limiting protrusion 910 is embedded in the limiting groove 909.

[0054] When the correcting rod 907 slides up and down, the limiting protrusion 910 slides in the limiting groove 909. When the correcting rod 907 falls, the limiting groove 909 can prevent the limiting protrusion 910 from falling out of the correcting slider 904, while ensuring the reliability of the correcting action and the durability of the mechanical structure.

[0055] like Figures 2-3 and Figure 8 As shown, the attitude adjustment engine 5 includes an engine housing 501, a propellant charge 502, a semiconductor bridge 503, a circuit board 504, a signal receiver 505, an ignition charge 506, an amplification sequence 507, a battery 508, and a capacitor 509.

[0056] An engine housing 501 is mounted on the rotating frame 4. A circuit board 504 is installed inside the engine housing 501. A signal receiver 505, a battery 508, and a capacitor 509 are installed on the side of the circuit board 504 closest to the drive motor 3. A semiconductor bridge 503 is installed on the side of the circuit board 504 furthest from the drive motor 3. An amplification sequence 507 is wrapped around the semiconductor bridge 503. An ignition powder 506 is wrapped around the amplification sequence 507. A propellant 502 is filled inside the engine housing 501. The propellant 502 is in contact with the amplification sequence 507.

[0057] The signal receiver 505 is installed on the circuit board 504 inside the engine housing 501. After receiving the ignition command from the controller, it uses the electrical energy stored in the battery 508 and capacitor 509 to instantly surge a large current to the semiconductor bridge 503. The plasma or high temperature generated by the semiconductor bridge 503 rapidly ignites the amplification sequence 507 wrapped around it, which in turn ignites the ignition charge 506, and finally stably ignites the propellant charge 502 filled inside the engine housing 501. This integrated design encapsulates the control circuit, power supply and pyrotechnics all inside the engine housing 501 on the rotating frame 4, eliminating the need for complex external slip ring power supply, realizing wireless control and independent ignition, and improving the system's response speed and integration.

[0058] Several attitude adjustment engines 5 are evenly arranged in a circle on the rotating frame 4, and the number of attitude adjustment engines 5 is a multiple of four.

[0059] Several attitude control engines 5 are evenly distributed on the rotating frame 4, and the number is designed to be a multiple of four. This perfectly matches the four sets of jet nozzles 6 on the structural cabin 1. This layout allows each set of attitude control engines 5 to function as a working unit. By rotating and switching, it can continuously control the thrust of the aircraft in pitch, yaw and other channels multiple times, maximizing the use of space and extending the total working time of the attitude control system.

[0060] The working principle of this invention is as follows: Before use, each engine can be assigned a number, and the engine number and corresponding position are input into the aircraft's control system. The controller will then allocate the attitude adjustment engine 5. When flight attitude adjustment is required, the controller controls the drive motor 3 to operate. The output shaft of the drive motor 3 drives the attitude adjustment engine 5 to rotate through the rotating frame 4, rotating the designated attitude adjustment engine 5 to the designated jet nozzle 6. At this time, the attitude adjustment engine 5 ignites and jets air to adjust the attitude. This rotating structure can provide attitude adjustment power to the designated position in real time according to needs, improving space utilization, increasing engine efficiency, and reducing costs.

[0061] When the drive motor 3 drives the attitude adjustment engine 5 to rotate, the drive motor 3 drives the turntable 806 to rotate through the drive component 801. Since the linkage rod 807 is eccentrically mounted on the turntable 806, the rotation of the turntable 806 will drive the detection slider 810 to slide back and forth along the linkage groove 809. When one attitude adjustment engine 5 rotates to the position of the adjacent attitude adjustment engine 5, the number of rotations of the turntable 806 is a whole number of rotations. Initially, the detection slider 810 is located on the side of the linkage groove 809 away from the turntable 806 and pushes the push rod 812 to contact the contact sensor. The angle between adjacent attitude adjustment engines 5 is one adjustment unit. That is, when the attitude adjustment engine 5 rotates through one adjustment unit, the detection slider 810 will push the push rod 812 to contact the trigger sensor 814 again. The trigger sensor 814 is connected in series with the controller to control the ignition of the attitude adjustment engine 5. Only when the trigger sensor 814 is triggered will the ignition signal issued by the controller take effect.

[0062] Therefore, when the attitude adjustment engine 5 is not moved to the designated position, the attitude adjustment engine 5 cannot be ignited. This purely mechanical linkage method accurately verifies whether the rotation angle is in place, avoiding the high temperature and pressure inside the attitude adjustment device caused by the misalignment of the propellant nozzle and the jet nozzle 6 of the attitude adjustment engine 5, which could damage the aircraft. At the same time, this detection method avoids the signal interference problem of multiple sensor detection methods.

[0063] The drive motor 3 can move the designated attitude adjustment engine 5 to the jet nozzle 6. However, due to mechanical friction or installation errors, the stopping position of the attitude adjustment engine 5 may have a slight deviation. The detection component 8 is used to confirm in real time whether the attitude adjustment engine 5 is accurately aligned with the jet nozzle 6. If a deviation occurs, the correction component 9 intervenes to make fine adjustments, ensuring the accurate output of the thrust vector.

[0064] The correction motor 902 is electrically connected to the drive motor 3, the trigger sensor 814, and the distance sensor 908. The correction motor 902 is installed on the central axis of the jet nozzle 6, and initially, the two correction sliders 904 are symmetrical with respect to the central axis of the jet nozzle 6. When the drive motor 3 stops rotating, if the trigger sensor 814 is not triggered, the electromagnetic block 906 generates a repulsive thrust on the correction rod 907, and the correction motor 902 starts. The output shaft of the correction motor 902 drives the screw 903 to rotate, thereby driving the two correction sliders 904 to move synchronously away from the correction motor 902. When the distance sensor 908 detects that both correction rods 907 have been pushed out, the correction motor 902 reverses, driving the two correction rods 907 to move synchronously back. Since the two correction rods 907 move synchronously back, during the back movement, the nearest attitude adjustment engine 5 at the jet nozzle 6 will be moved to the middle position of the jet nozzle 6, so that the propellant port of the attitude adjustment engine 5 is aligned with the jet nozzle 6. This achieves fine adjustment when the position of the attitude adjustment engine 5 is inaccurate, ensuring the accurate output of the attitude adjustment thrust.

[0065] It will be apparent to those skilled in the art that the present invention is not limited to the details of the exemplary embodiments described above, and that the invention can be implemented in other specific forms without departing from its spirit or essential characteristics. Therefore, the embodiments should be considered in all respects as exemplary and non-limiting, and the scope of the invention is defined by the appended claims rather than the foregoing description. Thus, all variations falling within the meaning and scope of equivalents of the claims are intended to be included within the present invention. No reference numerals in the claims should be construed as limiting the scope of the claims.

Claims

1. A wheel-type attitude adjustment device, characterized in that: The wheeled attitude adjustment device includes a structural cabin (1), a motor frame (2) is installed on the structural cabin (1), a drive motor (3) is installed on the motor frame (2), a rotating frame (4) is installed on the output shaft of the drive motor (3), a plurality of attitude adjustment engines (5) are installed on the rotating frame (4), and a jet nozzle (6) is opened on the structural cabin (1). The structural compartment (1) is equipped with a detection component (8) for detecting whether the attitude adjustment engine (5) has rotated to a designated position. The structural compartment (1) is also equipped with a correction component (9) for correcting the position of the attitude adjustment engine (5) when it has not rotated to the designated position.

2. The wheel-type attitude adjustment device according to claim 1, characterized in that: Two limiting rings (7) are installed on the structural compartment (1), and the ends of several attitude adjustment engines (5) extend into the groove formed by the two limiting rings (7) and the structural compartment (1).

3. The wheel-type attitude adjustment device according to claim 2, characterized in that: The detection component (8) includes a drive element (801), a turntable (806), a linkage rod (807), a trigger seat (808), a linkage groove (809), a detection slider (810), a trigger groove (811), a push rod (812), an elastic element (813), and a trigger sensor (814). A driving component (801) is provided on the rotating component, and a turntable (806) is installed at the output end of the driving component (801). A trigger seat (808) is installed inside the structural compartment (1), and a linkage groove (809) is provided on the trigger seat (808). A detection slider (810) is slidably installed in the linkage groove (809). The detection slider (810) and the turntable (806) are connected by a linkage rod (807). For rotational connection, the linkage rod (807) is eccentrically mounted on the turntable (806). The trigger seat (808) has a trigger groove (811). A push rod (812) is slidably mounted in the trigger groove (811). A trigger sensor (814) is mounted in the trigger groove (811) on the side away from the linkage rod (807). The push rod (812) is connected to the wall of the trigger groove (811) on the side away from the trigger sensor (814) by an elastic element (813).

4. The wheel-type attitude adjustment device according to claim 3, characterized in that: The drive component (801) includes a gear disk (802), a mounting groove (803), a rotating column (804), and a driven gear (805). A gear disk (802) is mounted on the rotating component. A mounting groove (803) is provided on one of the limiting rings (7). A rotating column (804) is rotatably mounted in the mounting groove (803). A driven gear (805) is mounted on the rotating column (804). The driven gear (805) meshes with the gear disk (802). A turntable (806) is mounted on the upper end of the rotating column (804).

5. The wheel-type attitude adjustment device according to claim 1, characterized in that: The correction assembly (9) includes a mounting base (901), a correction motor (902), a screw (903), a correction slider (904), a correction groove (905), an electromagnetic block (906), a correction rod (907), and a distance sensor (908). A mounting base (901) is installed on the structural compartment (1). A correction motor (902) is installed on the mounting base (901). Two screws (903) are symmetrically installed inside the mounting base (901). The two screws (903) are respectively connected to the two output shafts of the correction motor (902). A correction slider (904) is slidably installed on the screw (903). A correction groove (905) is opened on the correction slider (904). An electromagnetic block (906) is installed at the end of the correction groove (905) away from the attitude adjustment engine (5). A correction rod (907) is slidably installed inside the correction groove (905). A distance sensor (908) is installed at the end of the electromagnetic block (906) near the correction rod (907).

6. A wheel-type attitude adjustment device according to claim 5, characterized in that: A limiting groove (909) is provided on one side of the correction groove (905), and a limiting protrusion (910) is installed on the correction rod (907), the limiting protrusion (910) being embedded in the limiting groove (909).

7. The wheel-type attitude adjustment device according to claim 1, characterized in that: The attitude adjustment engine (5) includes an engine housing (501), a propellant charge (502), a semiconductor bridge (503), a circuit board (504), a signal receiver (505), an ignition charge (506), an amplification sequence (507), a battery (508), and a capacitor (509). An engine housing (501) is mounted on the rotating frame (4). A circuit board (504) is installed inside the engine housing (501). A signal receiver (505), a battery (508), and a capacitor (509) are mounted on the side of the circuit board (504) closest to the drive motor (3). A semiconductor bridge (503) is mounted on the side of the circuit board (504) furthest from the drive motor (3). An amplification sequence (507) is wrapped around the semiconductor bridge (503). An ignition powder (506) is wrapped around the amplification sequence (507). A propellant column (502) is filled inside the engine housing (501). The propellant column (502) is in contact with the amplification sequence (507).

8. The wheel-type attitude adjustment device according to claim 1, characterized in that: Several of the attitude adjustment engines (5) are arranged in a uniform circle on the rotating frame (4).

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