Cabin device and aircraft using same

Abstract

The utility model discloses a cabin device and an aircraft using the same, and belongs to the technical field of aviation. The cabin device comprises a mounting end, a functional cabin, a power device, a sensor, a receiver and a controller. The function cabin of the cabin device can controllably rotate relative to the mounting end, and supplementary control over the degree of freedom in the rotating direction is achieved. The utility model also discloses an aircraft using the cabin device.

Description

Technical Field

[0001] This utility model belongs to the field of aviation technology, and in particular relates to a cabin device and related technologies. Background Technology

[0002] Drones have been widely used in various fields such as military, agriculture, geology, meteorology, power, urban management, disaster relief, and video shooting. Various countries are also actively expanding the application areas of drones and developing drone technology, resulting in a variety of new types of aircraft and control methods.

[0003] Patent 2019103601099 proposes the concept of a spin-flying vehicle, which maintains a high-speed spin around its central axis throughout flight. Spin-flying vehicles sacrifice directional control for a simplified structure and improved stability and aerodynamic efficiency. However, this also limits their application to functions that do not require axial control, hindering their widespread adoption. Other novel spin-flying aircraft face similar challenges. Utility Model Content

[0004] To address some or all of the aforementioned problems, this utility model provides a cabin device for supplementary control of an aircraft.

[0005] The present invention provides a cabin device that can supplement the degree of freedom of control of rotation direction in scenarios where the rotation direction is unstable.

[0006] The present invention provides a cabin device comprising: a mounting end, which can be fixedly connected to an aircraft; a functional cabin, which is rotatably connected to the mounting end; a power unit, which is connected between the mounting end and the cabin device; a receiver and sensors, which are partially or entirely located in the cabin device; and a controller.

[0007] Furthermore, the cabin assembly also includes other structural components.

[0008] The sensor is used to acquire attitude information of the cabin equipment, which serves as the control input for the cabin equipment.

[0009] The power unit is used to control the relative rotation between the mounting end and the functional compartment.

[0010] The controller can receive signals from the receiver and sensors, and control the power unit according to the control logic;

[0011] The functional compartment is the main body of the cabin equipment and is used to connect, fix or carry various loads. Its structural form and relative position are not limited.

[0012] Preferably, the power unit is a motor whose rotational speed can be controlled.

[0013] Preferably, the power unit is a unidirectional rotating motor.

[0014] The present invention provides a cabin device, characterized in that it can control the functional cabin to rotate controllably relative to the mounting end according to the attitude information obtained by the sensor and the control requirements transmitted by the receiver, thereby achieving supplementary control of the degree of freedom of rotation direction.

[0015] The present invention provides a cabin device, characterized in that it can drive the rotation of the functional cabin by controlling the rotation of the power device, thereby achieving stability of the degree of freedom of the rotation direction in the position of the functional cabin.

[0016] The present invention provides a cabin device, characterized in that the relative rotational speed of the power unit is equal in magnitude and opposite in direction to the absolute rotational speed of the mounting end.

[0017] The present invention provides a cabin device, characterized in that the relative rotational speed of the functional cabin is equal in magnitude and opposite in direction to the absolute rotational speed of the mounting end.

[0018] The aforementioned cabin device can be installed on a spinner to supplement the degree of freedom in controlling the direction of rotation, enabling the spinner to achieve the same motion effect as a conventional multi-rotor aircraft. This allows the spinner to be used in more fields while retaining its inherent advantages.

[0019] The motion effects, similar to those of ordinary multi-rotor aircraft, include:

[0020] 1) It can directly control the pitch, roll, and yaw degrees of freedom of the cabin equipment;

[0021] 2) The spatial position freedom in one direction can be directly controlled by the throttle;

[0022] 3) The other two spatial degrees of freedom can be indirectly controlled through the above control.

[0023] The motion effect described is the same as that of a regular multi-rotor aircraft, and can be specifically compared to the motion effect of a quadcopter aircraft.

[0024] The functional cabin of the cabin device can rotate relative to the spin-type aircraft, and supplementary control of the spin direction degree of freedom can be achieved by controlling this relative rotation.

[0025] It should be noted that the spinner is only a connector in one application scenario of the cabin device. This utility model can also be applied to other aircraft with unstable angular degrees of freedom to achieve supplementary control of angular degrees of freedom.

[0026] The present invention provides a cabin device that can be directly installed as an auxiliary device on a connecting object with unstable rotation direction, such as a spinner aircraft, to achieve supplementary control of the degree of freedom of rotation direction.

[0027] The cabin device provided by this utility model can also be directly used as a component of a new type of aircraft during the design and production process.

[0028] It should be noted that the functional cabins and cabin devices refer to objects that have the above-mentioned functions, and should not be used as a limitation on their shape or position. They can be other structural shapes or have different relative positional relationships depending on actual needs.

[0029] In another aspect, this utility model provides a novel aircraft, including a flight module and the cabin equipment.

[0030] The cabin equipment is rotatably connected to the flight module.

[0031] The flight module refers to an aircraft that provides flight power and maintains flight. To avoid confusion with the novel aircraft in this utility model, it is referred to as a flight module.

[0032] The effect of the flight module can be compared with that of a spinner aircraft.

[0033] The flight module can also be other types of aircraft.

[0034] The novel aircraft provided by this utility model has an important feature: the cabin equipment can achieve six degrees of freedom stability even when the flight module has not achieved six degrees of freedom stability.

[0035] The method for achieving six degrees of freedom stability is to control the relative rotation between the rotating cabin device and the flight module to stabilize the cabin device relative to the ground, rather than directly controlling the stability of the flight module relative to the ground.

[0036] The present invention provides a novel aircraft, characterized in that the rotational degree of freedom is controlled by a control method for a cabin device described below, and the other degrees of freedom are controlled by the flight control unit built into the flight module.

[0037] The present invention provides a cabin device that uses the opposite of the rotational speed at the fixed end as the input of the power unit, and uses the difference between the desired attitude and the actual attitude of the functional cabin as the correction of the control signal.

[0038] This utility model provides a cabin device that calculates the difference between the yaw angle of the functional cabin and the desired yaw angle based on the attitude data from the sensor, and increases or decreases the rotational speed of the power unit according to the sign of the difference, so that the yaw angle of the functional cabin tends to the desired value.

[0039] The present invention provides a control method for a cabin device, the specific steps of which include:

[0040] Step 1), the sensor directly or indirectly detects the actual attitude of the functional cabin and the fixed end, and transmits it to the controller;

[0041] Step 2): The controller determines the required control signal based on the received actual attitude information and the desired attitude information transmitted by the receiver, and outputs it to the power unit.

[0042] Step 3) The power unit receives the signal from the controller and controls the rotation of the functional cabin to achieve the desired motion effect of the cabin device.

[0043] Furthermore, in step 1), the actual attitude may include some or all of the attitude data, such as angle, angular velocity, and angular acceleration in the direction of rotation axis; these attitude data may be obtained entirely by sensors or partially by sensors, and other data may be derived through differentiation, integration, or other intrinsic relationships.

[0044] Furthermore, in step 1), the actual attitude of the functional cabin and the installation end includes: the actual attitude of the functional cabin, the actual attitude of the installation end, and the relative attitude of the functional cabin and the installation end. The attitude data of the three can be obtained entirely by sensors, or partially by sensors and other data can be derived from their relative relationship.

[0045] The orientation of the mounting end is determined by the orientation of the connected object. Therefore, the orientation data of the mounting end can also be determined based on the orientation data of the connected object.

[0046] It should be noted that the purpose of step 1) is to obtain the actual attitude information required for control, but there are no restrictions on which specific data or the specific method of obtaining it.

[0047] Furthermore, in step 2), the desired attitude information is the desired attitude of the functional cabin calculated by the controller based on actual task requirements or receiver input.

[0048] In step 2), the control quantity refers to the control required to adjust the cabin from its actual attitude to the desired attitude.

[0049] The control quantity and control signal generally refer to rotational speed, but in practice, they can also be achieved by adjusting angular acceleration, torque, etc. Specifically, they should be flexibly adjusted according to the actual hardware situation and ease of control.

[0050] Furthermore, step 2) may specifically include:

[0051] Step 2.1): The controller receives the actual posture of the fixed end and takes its inverse as the reference value for the control signal.

[0052] Step 2.2): The controller receives the actual attitude information and the desired attitude information of the functional cabin, and calculates the difference between them to obtain the correction value of the control signal.

[0053] Step 2.3): Based on the reference value and correction value of the control signal, determine the control signal of the power unit and output it to the power unit.

[0054] In step 2.1, the reference value of the control signal is designed to counteract the spin effect of the connector, isolate the rotation, and ensure the stability of the functional compartment.

[0055] In step 2.2, the correction value is used to compensate for sensor errors, control errors, or when the cabin needs to turn. It is used to correct the control signal of the power unit by comparing the actual attitude information of the functional cabin with the desired attitude information.

[0056] Specifically, this attitude information can include attitude information such as angle, angular velocity, and angular acceleration. By combining this information and using appropriate control algorithms, the correction value of the control signal is calculated, ensuring that the cabin equipment can smoothly transition from the actual attitude to the desired attitude.

[0057] Specifically, PID control algorithms or other algorithms commonly used in the control field can be employed to achieve precise control of the cabin equipment.

[0058] Preferably, the determination of the control quantity in step 2) can be achieved using a proportional-integral-derivative (PID) control algorithm. Specifically, the PID control algorithm dynamically adjusts the control quantity based on the error between the actual attitude and the desired attitude of the functional cabin to achieve fast response and stable control. The PID controller calculates the control quantity using the following formula:

[0059]

[0060] Where u(t) is the control variable, e(t) is the error between the desired attitude and the actual attitude, and K... p K i and K d These are the proportional, integral, and derivative control coefficients, respectively.

[0061] Further, in step 2), the desired attitude information of the functional cabin is subtracted from its actual attitude to obtain the attitude error. The attitude error is the basis for calculating the control variables and reflects the deviation between the current attitude and the desired attitude of the functional cabin. The attitude error can be calculated as follows:

[0062] e(t) = θ 期望 -θ 实际

[0063] Where, θ 期望 It is the desired attitude of the functional module, θ 实际 This is the actual attitude of the functional cabin.

[0064] Preferably, multiple attitude parameters such as angle, angular velocity, and angular acceleration can be selected to construct multiple PID control loops.

[0065] During the control process, the rotational speed of the functional compartment is used as a correction term to balance the movement of the engine room.

[0066] The present invention provides a cabin device that, further, allows for control of the cabin direction by adjusting the rotational speed of the power unit.

[0067] Specifically, when the nacelle needs to rotate in the forward direction, the speed of the power unit is reduced; when the nacelle needs to rotate in the reverse direction, the speed of the power unit is increased.

[0068] As can be seen from the above technical solution, the essence of the cabin device provided by this utility model is that it obtains attitude data through sensors, and the controller adjusts the rotation speed of the power unit according to the relationship between the desired attitude and the actual attitude. The ultimate goal is to enable the cabin device to achieve the desired motion effect. In terms of specific implementation, there are many ways.

[0069] The cabin device provided by this utility model can be optimized or even omitted in specific applications based on existing conditions, and it should also be considered as part of this utility model.

[0070] The present invention provides a cabin device, which preferably uses attitude data from the sensors of the connectors or other sources, thereby simplifying the sensors of the cabin device.

[0071] The present invention provides a cabin device, wherein the controller can be located in the cabin device, in the connector, or even in any other location.

[0072] The present invention provides a cabin device, which preferably uses a controller that connects to the flight control or other modules of the aircraft, thereby simplifying the controller of the cabin device.

[0073] The present invention provides a cabin device in which, preferably, the functional cabin and other structural components can be indistinguishable from the structural components of other modules without losing their original functions, thereby simplifying the structure and design.

[0074] The cabin device provided by this utility model can preferably refer to the control algorithm for yaw control in the flight control system and directly use the idle resources of the control system in the connecting object.

[0075] The beneficial effects of this utility model are as follows:

[0076] The present invention provides a cabin device that achieves spin direction control while retaining many of the significant advantages of spin-type aircraft, thus broadening the application prospects of spin-type aircraft.

[0077] The present invention proposes a cabin device that can provide a solution for directional control of various unstable aircraft or other similar scenarios.

[0078] This utility model proposes a new type of aircraft, providing a new option for aircraft configuration. Attached Figure Description

[0079] Figure 1 This is a schematic diagram of the structure of the cabin device and flight module combined according to an embodiment of the present utility model;

[0080] Figure 2 This is a schematic diagram of the cabin device according to an embodiment of the present utility model;

[0081] Figure 3 This is a front view of the cabin assembly according to an embodiment of the present utility model;

[0082] Figure 4 This is a partially exploded schematic diagram of the cabin equipment and flight module combined according to an embodiment of the present invention;

[0083] Figure 5 This is a schematic diagram showing the position of the payload after the cabin equipment and flight module are combined according to an embodiment of this utility model. Detailed Implementation

[0084] To better understand the purpose, structure, and function of this utility model, a cabin device of this utility model will be described in further detail below with reference to the accompanying drawings.

[0085] like Figure 1 and Figure 2 As shown, it is a cabin device 200 according to an embodiment of the present utility model, including a mounting end 250, a power unit 210, a functional cabin 220, and sensors, controllers, and receivers.

[0086] One end of the mounting end is installed on the bottom of the flight module 100 and connected to one end of the power unit 210. The functional cabin 220 is connected to the other end of the power unit 210. The controller is located on the flight module 100. Sensors are located between the power units to monitor the relative rotation between the cabin equipment and the mounting end.

[0087] The sensor and receiver are connected to the input of the controller, and the power unit 210 is connected to the output of the controller.

[0088] This embodiment provides a cabin device 200 that detects the real-time rotational angular velocity or rotational speed of the flight module 100 using sensors. The controller can then control the rotation of the power unit 210 installed between the flight module 100 and the functional cabin 220 based on the real-time rotational angular velocity or rotational speed of the flight module 100. In other words, the rotation of the power unit 210 counteracts the spin of the flight module 100, preventing the functional cabin 220 from rotating with the flight module 100 and stabilizing the yaw angle of the functional cabin 220.

[0089] In this embodiment, the flight module is a spinner.

[0090] The application of the cabin device solves the problem of the lack of yaw angle in spinner aircraft, enabling spinner aircraft to be applied to more technical fields. The cabin device 200 in this embodiment can be directly installed on an existing spinner aircraft without modifying the structure of the original spinner aircraft 100, resulting in low operating costs and ease of operation.

[0091] In this embodiment, the preferred sensor is an angular velocity sensor, which directly detects the rotational angular velocity of the spinner 100. Alternatively, an angle sensor can differentiate the rotational angle of the spinner 100 detected by the velocity sensor to obtain the rotational angular velocity, and then a dual-loop PID control loop can be constructed for better control performance. When using a dual-loop PID, a velocity (incremental) PID can be selected as the main loop PID, or a fuzzy PID control algorithm can be employed to mitigate the influence of the nonlinear characteristics of the motor itself and improve control accuracy.

[0092] The cabin device 200 in this embodiment also includes a gyroscope, which is installed on the functional cabin 220 and used to detect the real-time yaw angle of the functional cabin 220. The gyroscope is also connected to the input terminal of the controller and sends the real-time yaw angle signal of the functional cabin 220 to the controller, so as to facilitate manual control of the yaw angle of the functional cabin 220.

[0093] The controller in this embodiment is preferably the flight controller of the spin-aircraft 100, which directly utilizes the idle resources of the flight controller in the spin-aircraft 100, thereby reducing manufacturing costs and the weight of the spin-aircraft 100. The cabin device 200 in this embodiment also includes an electronic speed controller installed between the flight controller and the power unit 210. The electronic speed controller is directly connected to the battery of the spin-aircraft 100 and provides power to the power unit 210. The electronic speed controller is controlled by the flight controller via a PWM signal, and then controls the rotation magnitude and direction of the power unit 210 by adjusting the current. The aforementioned power unit 210 is preferably a unidirectional, low-speed, low-power electric motor.

[0094] like Figures 2 to 4 As shown, the electric motor 210 includes a stator 211 and a rotor 212. The stator 211 is fixedly connected to the mounting end and then fixedly connected to the bottom end of the spin-aircraft 100 by screws. The rotor 212 is fixedly connected to the top end of the functional cabin 220, allowing the functional cabin 220 and the spin-aircraft 100 to rotate relative to each other. Preferably, the shaft of the electric motor 210 is collinear with the spin axis of the spin-aircraft 100, and the functional cabins 220 are concentrated near the spin axis of the spin-aircraft 100, so that the moment of inertia of the functional cabins 220 is minimized, thereby improving the stability of the spin-aircraft 100 carrying the cabin equipment 200.

[0095] like Figure 2 , Figure 4 and Figure 5 As shown, the functional cabin 220 includes a platform top plate 221, a platform bottom plate 222, and support columns 223. The platform top plate 221 and the platform bottom plate 222 are connected by the support columns 223, which also constrain the distance between them. The platform top plate 221 is fixedly connected to the rotor 212 of the electric motor 210. The functional cabin 220 can carry a built-in payload 241, such as a gyroscope. The functional modules mounted on the functional cabin 220 of the spinner aircraft 100 achieve the same effects as those mounted on a typical multi-rotor UAV.

[0096] The cabin assembly 200 of this embodiment also includes landing gear installed under the functional bay 220. The landing gear can protect the spinner 100 and can also suspend external loads 242, increasing the load space of the spinner 100. Figure 5 As shown, in this embodiment, the controller and angle sensor of the cabin device 200 can be located at the top position 142 of the spin aircraft 100, and the device that provides power to the motor 210 can preferably be a battery located at the middle position 141 of the spin aircraft 100. In this embodiment, most of the weight of the cabin device 200 is placed on the spin aircraft 100, so that the moment of inertia is as small as possible and the stability of the spin aircraft 100 is improved.

[0097] This utility model also provides a control method for the above-mentioned cabin equipment, including:

[0098] Step 1), the angular velocity or rotational speed of the spinner detected by the sensor is transmitted to the controller;

[0099] Step 1.1): The sensor system, including angular velocity sensors and gyroscopes, is installed in key locations within the power plant and functional bays to monitor the rotational angular velocity of the spinner aircraft and the yaw angle of the functional bays in real time. These sensors convert the detected data into electrical signals, which are transmitted to the controller via the aircraft's internal communication network.

[0100] Step 1.2): The controller receives sensor data and performs filtering and normalization to eliminate noise and errors.

[0101] The received raw data may contain noise and interference, requiring preprocessing using filtering algorithms to improve its accuracy and reliability. Data preprocessing also includes unit conversion and normalization to ensure that sensor readings match the controller's expected input.

[0102] Step 2): The controller drives the power unit according to the opposite of the absolute value of the received spinner rotational angular velocity or rotational speed signal, so as to stabilize the yaw angle of the functional cabin.

[0103] Step 2.1): The controller receives data from the sensors and calculates the required control signals based on this data. The controller uses advanced control algorithms, such as PID control or fuzzy logic control, to dynamically adjust the operating state of the power unit.

[0104] Step 2.2): The control signal output by the controller is transmitted to the power unit through the electronic speed controller. The electronic speed controller adjusts the current according to the PWM signal, thereby controlling the speed and direction of the power unit.

[0105] In step 2.3), the power unit adjusts its rotational speed and direction according to the controller's instructions to counteract the spin effect of the spinner and ensure the stability of the yaw angle of the functional cabin. This control strategy enables the functional cabin to fly stably independently of the spinner, improving the aircraft's maneuverability and safety.

[0106] In the field of unmanned aerial vehicle (UAV) technology, yaw angle, pitch angle, and roll angle can be used to describe the attitude of a UAV. The control method of this invention controls the yaw angle of the spinner independently, enabling the functional cabin to have a yaw angle to compensate for the spinner's inherent limitations. In this embodiment, when the spinner 100 is running, the sensor begins to detect the real-time rotational angular velocity or rotational speed of the spinner 100. Alternatively, the sensor may begin detecting the real-time rotational angular velocity or rotational speed of the spinner 100 after the spinner 100 has stabilized in flight, thereby reducing the takeoff power consumption of the spinner 100. The sensor sends the detected rotational angular velocity or rotational speed signal to the controller, which can be the flight controller of the spinner 100, utilizing its idle resources. The controller controls the rotational speed of the motor 210 to approach the rotational angular velocity or rotational speed of the spin-aircraft 100. The rotation of the motor 210 counteracts the spin of the spin-aircraft 100, preventing the functional cabin 220 mounted on the motor 210 from spinning with the spin-aircraft 100. This stabilizes the yaw angle of the functional cabin 220, compensating for the shortcomings of the spin-aircraft 100 and enabling its application to more technological fields. The control method of this embodiment can be directly added to the flight controller of the spin-aircraft 100 without modifying the existing control method, resulting in low cost and ease of operation.

[0107] In one embodiment, the control method for the aforementioned cabin equipment can further achieve cabin direction control by adjusting the rotational speed of the power unit, specifically including:

[0108] Step 1) The rotational speed of the functional compartment monitored by the sensor and the desired rotational speed information received by the receiver are transmitted to the controller.

[0109] Step 2): The controller determines the required control quantity based on the difference between the desired speed and the actual speed of the functional compartment.

[0110] Step 3) Adjust the speed of the power unit according to the control quantity until the nacelle direction meets the requirements.

[0111] In step 1, sensors such as angular velocity sensors and gyroscopes installed on the functional cabin 220 are used to monitor the rotational speed and yaw angle of the functional cabin in real time.

[0112] In step 2, if the difference between the expected speed and the actual speed of the functional compartment is greater than 0, the speed needs to be increased; if the difference between the expected speed and the actual speed of the functional compartment is less than 0, the speed needs to be decreased.

[0113] The increase in quantity is positively correlated with the decrease. The specific amounts of increase and decrease can be determined by referring to the algorithms mentioned earlier or common algorithms in the field of control.

[0114] In step 3, if it is necessary to increase the rotational speed, the rotational speed of the power unit should be decreased by the same amount as the increase in step 2; if it is necessary to decrease the rotational speed, the rotational speed of the power unit should be increased by the same amount as the decrease in step 2.

[0115] In this embodiment, the desired yaw angle is a control command input by the user to the controller via the remote control. The controller receives this control command and, based on the desired yaw angle and the actual yaw angle of the functional cabin 220 detected by the gyroscope, controls the speed or direction of the motor, so that the yaw angle of the functional cabin 220 reaches the desired yaw angle, thus completing the user's control command. This compensates for the shortcomings of the spinner aircraft 100, enabling the spinner aircraft 100 to be applied to more technical fields. The measurement method used is simple and effective, unaffected by electromagnetic or light interference, and highly adaptable to the working environment.

[0116] The control method provided by this invention can set up multi-layer control loops and multi-path feedback to adjust the stability of the UAV, which is more sensitive and efficient than single-loop feedback.

[0117] It should be noted that, unless otherwise stated, the technical or scientific terms used in this application shall have the ordinary meaning as understood by one of ordinary skill in the art to which this utility model pertains.

[0118] In the description of this application, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc., indicating the orientation or positional relationship are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this utility model and simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this utility model.

[0119] In this application, unless otherwise expressly specified or limited, the terms "installed," "connected," "connect," "fixed," etc. should be understood in a broad sense. For example, they can refer to fixed connection, detachable connection, or integration; mechanical connection or electrical connection; direct connection or indirect connection through an intermediate medium; internal communication between two components or interaction between two components. Those skilled in the art will understand the specific meanings of the above terms in this utility model based on specific circumstances.

[0120] In this application, unless otherwise expressly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature is in indirect contact with the second feature through an intermediate medium. Furthermore, "above," "on top of," and "over" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0121] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this utility model, and not to limit it. Although this utility model has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. These modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this utility model, and they should all be covered within the scope of the claims and specification of this utility model. In particular, as long as there is no structural conflict, the various technical features mentioned in the embodiments can be combined in any way. This utility model is not limited to the specific embodiments disclosed herein, but includes all technical solutions falling within the scope of the claims.

Claims

1. A cabin device, characterized in that, include: The mounting end can be fixedly connected to the connector; The functional compartment, rotatably connected to the mounting end, is used to carry the payload; The power unit, connected between the mounting end and the nacelle equipment, is used to control the relative rotation between the mounting end and the functional compartment; Sensors are used to acquire attitude information of cabin equipment, which serves as control input for the cabin equipment. A receiver, used to receive signals indicating the desired attitude; as well as The controller receives signals from receivers and sensors to control the rotation of the power unit.

2. The cabin apparatus according to claim 1, characterized in that, The relative rotational speed of the functional compartment is equal in magnitude but opposite in direction to the absolute rotational speed of the mounting end.

3. The cabin apparatus according to claim 1, characterized in that, The power unit is a unidirectional rotating motor.

4. The cabin apparatus according to claim 1, characterized in that, The functional cabin includes a platform top plate, a platform bottom plate, and support columns. The platform top plate and the platform bottom plate are connected by the support columns, and the platform top plate is connected to the power unit.

5. The cabin apparatus according to claim 1, characterized in that, The cabin equipment also includes landing gear installed under the functional bay.

6. An aircraft, characterized in that, Includes the cabin apparatus as described in any one of claims 1-5, and the flight module.

7. An aircraft according to claim 6, characterized in that, The fixed end of the cabin unit is connected to the flight module, and the functional compartment of the cabin unit is rotatably connected to the flight module.

8. An aircraft according to claim 6, characterized in that, The flight module is a spinner.

9. An aircraft according to claim 6, characterized in that, The cabin equipment includes an electric motor, the shaft of which is collinear with the spin axis of the flight module.

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