Unmanned aerial vehicle boosting angle adjusting mechanism and unmanned aerial vehicle boosting device
By designing an adjustable drone boost angle adjustment mechanism, the problem that fixed-angle boost mechanisms cannot adapt to center of gravity deviations was solved, thereby improving the stability and safety of the drone during takeoff.
Patent Information
- Application Number
- CN202423254187.6
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2024-12-27
- Publication Date
- 2026-01-13
- Estimated Expiration
- 2034-12-27
AI Technical Summary
Existing drone propulsion mechanisms use a fixed-angle design, which cannot be adjusted according to the actual center of gravity position, resulting in uneven power distribution and unstable flight attitude during takeoff, affecting takeoff performance and safety.
Design a drone thrust angle adjustment mechanism, which connects a first thrust seat and a second thrust seat by inserting them together and connecting them with a connecting component. The thrust angle is adjusted by moving the connecting component to ensure normal operation even when the center of gravity is off.
It improves the tolerance for manufacturing and use, reduces commissioning and maintenance costs, and ensures the stability and safety of the booster mechanism.
Smart Images
Figure CN223791779U_ABST
Abstract
Description
Technical Field
[0001] This utility model relates to the field of drone assisted takeoff technology, and in particular to a drone boost angle adjustment mechanism and a drone boost device. Background Technology
[0002] As a modern flight device, drones have shown great application potential in many fields. However, during the takeoff phase of a drone, due to its low flight speed, the aerodynamic forces have not yet been fully utilized, so the control surfaces cannot be effectively used at this stage. Under these circumstances, the booster mechanism becomes one of the main power sources for the drone during the takeoff phase, and the rational design of its thrust line and thrust angle becomes particularly important.
[0003] Currently, most booster mechanisms on the market adopt a fixed-angle design, which has revealed significant drawbacks in practical applications. Firstly, because a fixed-angle booster mechanism cannot be adjusted according to the actual center of gravity of the drone, any deviation in the center of gravity during the initial theoretical design and actual manufacturing process may render the booster mechanism unsuitable for normal use. This design limitation can lead to uneven power distribution and unstable flight attitude during takeoff, severely impacting the drone's takeoff performance and safety. Utility Model Content
[0004] The main objective of this invention is to provide a drone boost angle adjustment mechanism and a drone boost device, aiming to improve the problem that the boost mechanism cannot adjust the angle.
[0005] To achieve the above objectives, the UAV boost angle adjustment mechanism proposed in this utility model includes:
[0006] First thrust seat;
[0007] The second thrust seat is inserted into the first thrust seat and connected by multiple connecting components;
[0008] The plurality of connecting components are located on opposite sides of the first thrust seat, and the connecting components pass through the second thrust seat to clamp and fix the first thrust seat.
[0009] In one embodiment, the connecting assembly includes an adjustment portion, which is located on opposite sides of the first thrust seat. The adjustment portion passes through the second thrust seat to clamp and fix the first thrust seat.
[0010] In one embodiment, the connecting assembly further includes a clamping block, one side of which is connected to the adjusting part, and the side of the clamping block opposite to the adjusting part abuts against the first thrust seat.
[0011] In one embodiment, the first thrust seat is provided with a first transmission surface;
[0012] The second thrust seat is provided with a second transmission surface, which is parallel to the moving direction of the connecting assembly;
[0013] The first transmission surface and the second transmission surface respectively abut against the two opposite sides of the clamping block, and the first transmission surface and the second transmission surface are parallel.
[0014] In one embodiment, the first thrust seat is provided with a third transmission surface;
[0015] The second thrust seat is provided with a second transmission surface, which is parallel to the moving direction of the connecting assembly;
[0016] The first thrust seat abuts against the second thrust seat, and the third transmission surface is in contact with the second transmission surface.
[0017] In one embodiment, the second transmission surface is arranged perpendicular to the thrust direction of the second thrust seat.
[0018] In one embodiment, the first thrust seat has a limiting slide, the limiting pin passes through the limiting slide, and both ends of the limiting pin are fixed relative to the second thrust seat, and the axial direction of the limiting pin is parallel to the moving direction of the connecting assembly.
[0019] In one embodiment, the thrust direction of the second thrust seat is defined as the first direction;
[0020] The length direction of the limiting slide is perpendicular to the first direction, and the length direction of the limiting slide is perpendicular to the moving direction of the connecting component.
[0021] In one embodiment, the UAV boost angle adjustment mechanism further includes a positioning component. The surface of the first thrust seat is provided with a positioning hole, which communicates with the limiting slide. The positioning component is inserted into the positioning hole and connected to the limiting pin, thereby restricting the limiting pin from sliding along the length direction of the limiting slide.
[0022] This utility model also proposes a drone booster device, which includes the aforementioned drone booster angle adjustment mechanism.
[0023] The technical solution of this utility model uses a first thrust base and a second thrust base to connect the booster mechanism and the UAV respectively. The first thrust base and the second thrust base are plugged in and connected and fixed by the connecting component. This allows for adjustment of the thrust angle. When it is necessary to adjust the thrust line and thrust angle, the relative fixed relationship between the first thrust base and the second thrust base can be released by moving the connecting component away from the first thrust base. After adjusting to the required angle, the connecting component is moved to the side of the first thrust base, so that the connecting components on both sides of the first thrust base clamp and fix the first thrust base, thereby achieving relative fixation between the first thrust base and the second thrust base. Through the connecting component, even if there is a deviation in the center of gravity between the initial theoretical design and the actual process, the thrust angle can be corrected by adjusting the connecting component, ensuring that the booster mechanism can be used normally, improving the fault tolerance of manufacturing and use, and reducing debugging and maintenance costs. Attached Figure Description
[0024] To more clearly illustrate the technical solutions in the embodiments of this utility model or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on the structures shown in these drawings without creative effort.
[0025] Figure 1 A schematic diagram of an embodiment of the drone boost angle adjustment mechanism provided by this utility model;
[0026] Figure 2 A schematic diagram of the drone boost angle adjustment mechanism provided by this utility model;
[0027] Figure 3 This is a schematic diagram of the assembly of the connecting component and the second thrust seat;
[0028] Figure 4 A schematic diagram of another embodiment of the drone boost angle adjustment mechanism provided by this utility model;
[0029] Figure 5 A front view of the drone boost angle adjustment mechanism provided by this utility model.
[0030] Explanation of icon numbers:
[0031] 100. UAV boost angle adjustment mechanism; 1. First thrust seat; 11. First transmission surface; 12. Third transmission surface; 2. Second thrust seat; 21. Second transmission surface; 3. Connecting assembly; 31. Adjustment part; 32. Clamping block; 321. Fixing groove; 4. Limit pin; 5. Limit slide; 6. Positioning component; 7. Positioning hole.
[0032] The realization of the purpose, functional features and advantages of this utility model will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation
[0033] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present utility model.
[0034] It should be noted that if the embodiments of this utility model involve directional indicators (such as up, down, left, right, front, back, etc.), the directional indicators are only used to explain the relative positional relationship and movement of the components in a specific posture. If the specific posture changes, the directional indicators will also change accordingly.
[0035] Furthermore, if the embodiments of this utility model involve descriptions such as "first" or "second," these descriptions are for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined with "first" or "second" may explicitly or implicitly include at least one of those features. Additionally, the use of "and / or" or "and / or" throughout the text includes three parallel solutions. For example, "A and / or B" includes solution A, solution B, or a solution where both A and B are satisfied simultaneously. Furthermore, the technical solutions of the various embodiments can be combined with each other, but this must be based on the ability of those skilled in the art to implement them. When the combination of technical solutions is contradictory or impossible to implement, it should be considered that such a combination of technical solutions does not exist and is not within the scope of protection claimed by this utility model.
[0036] As a modern flight device, drones have shown great application potential in many fields. However, during the takeoff phase of a drone, due to its low flight speed, the aerodynamic forces have not yet been fully utilized, so the control surfaces cannot be effectively used at this stage. Under these circumstances, the booster mechanism becomes one of the main power sources for the drone during the takeoff phase, and the rational design of its thrust line and thrust angle becomes particularly important.
[0037] Currently, most booster mechanisms on the market adopt a fixed-angle design, which has revealed significant drawbacks in practical applications. Firstly, because a fixed-angle booster mechanism cannot be adjusted according to the actual center of gravity of the drone, any deviation in the center of gravity during the initial theoretical design and actual manufacturing process may render the booster mechanism unsuitable for normal use. This design limitation can lead to uneven power distribution and unstable flight attitude during takeoff, severely impacting the drone's takeoff performance and safety.
[0038] This utility model proposes a drone boost angle adjustment mechanism 100.
[0039] Please see Figures 1 to 5 In one embodiment of this utility model, the drone boost angle adjustment mechanism 100 includes:
[0040] First thrust seat 1;
[0041] The second thrust seat 2 is connected to the first thrust seat 1 via a plurality of connecting components 3;
[0042] The multiple connecting components 3 are located on opposite sides of the first thrust seat 1, and the connecting components 3 pass through the second thrust seat 2 to clamp and fix the first thrust seat 1.
[0043] Optionally, the first thrust base 1 is used to support and connect the drone, and the second thrust base 2 is used to connect the booster device; or, the second thrust base 2 is used to support and connect the drone, and the first thrust base 1 is used to connect the booster device. This embodiment does not impose specific limitations on this.
[0044] It should be noted that the first thrust assembly is partially inserted into the second thrust seat 2, and the connecting assembly 3 is inserted through the second thrust seat 2. The first thrust assembly is clamped by the connecting assembly 3, so that the second thrust seat 2 and the first thrust assembly are relatively fixed.
[0045] like Figure 5 As shown, the moving direction of the connecting component 3 is defined as the second direction. The connecting component 3 is located on opposite sides of the first thrust seat 1. By adjusting the position of the connecting component 3 relative to the second thrust seat 2 to which it is connected, the relative position of the first thrust seat 1 and the second thrust seat 2 along the second direction can be adjusted.
[0046] The technical solution of this utility model uses a first thrust seat 1 and a second thrust seat 2 to connect the booster mechanism and the UAV respectively. The first thrust seat 1 and the second thrust seat 2 are plugged into each other and connected and fixed by the connecting component 3. This allows for adjustment of the thrust angle. When it is necessary to adjust the thrust line and thrust angle, the connecting component 3 is moved away from the first thrust seat 1, which releases the relative fixed relationship between the first thrust seat 1 and the second thrust seat 2. After adjusting to the required angle, the connecting component 3 is moved towards the first thrust seat 1, so that the connecting components 3 on both sides of the first thrust seat 1 clamp and fix the first thrust seat 1, thereby achieving relative fixation between the first thrust seat 1 and the second thrust seat 2. Through the connecting component 3, even if there is a deviation in the center of gravity between the initial theoretical design and the actual process, the thrust angle can be corrected by adjusting the connecting component 3, ensuring that the booster mechanism can be used normally, improving the fault tolerance of manufacturing and use, and reducing debugging and maintenance costs.
[0047] Optionally, the connecting component 3 includes an adjustment part 31, and the adjustment part 31 is located on opposite sides of the first thrust seat 1. The adjustment part 31 passes through the second thrust seat 2 to clamp and fix the first thrust seat 1.
[0048] like Figure 2 and Figure 3 As shown, it should be noted that the adjustment part 31 passes through the second thrust seat 2. By adjusting the relative positional relationship between the adjustment part 31 and the second thrust seat 2, the relative positional relationship between the first thrust seat 1 and the second thrust seat 2 can be changed. Furthermore, the adjustment part 31 can clamp and fix the first thrust seat 1, so that the two are relatively fixed.
[0049] In some embodiments, the adjusting part 31 is threadedly connected to the second thrust seat 2. By rotating the adjusting part 31, the relative positional relationship between the adjusting part 31 and the second thrust seat 2 can be changed. By increasing the density of the threads, more precise adjustment can be achieved.
[0050] Optionally, the connecting component 3 includes a plurality of the adjustment parts 31, and the first thrust seat 1 has a plurality of the adjustment parts 31 on one side;
[0051] It should be noted that the arrangement of multiple adjustment parts 31 helps optimize stress distribution and reduces the risk of structural damage caused by stress concentration. This design extends the service life of the mechanism and improves its ability to withstand heavy loads.
[0052] Optionally, the connecting assembly 3 further includes a plurality of clamping blocks 32, one side of which is connected to the adjusting part 31, and the side of which is away from the adjusting part 31 abuts against the first thrust seat 1.
[0053] like Figure 3 and Figure 5 As shown, it can be understood that the adjustment part 31 pushes the clamping block 32 to move, so that one side of the clamping block 32 abuts against the first thrust seat 1. Through the clamping block 32, the contact area between the first thrust seat 1 and the adjustment part 31 can be increased, thereby improving the reliability of the relative fixation of the first thrust seat 1 and the second thrust seat 2 and the stability of the adjustment.
[0054] Furthermore, the clamping block 32 can distribute stress more evenly, thereby enhancing the fixing reliability between the two and reducing the risk of damage caused by stress concentration, thus improving the stability and durability of the entire mechanism.
[0055] Furthermore, the clamping block 32, as an independent component, is designed and installed in a position that allows for easy maintenance and replacement when needed, reducing maintenance costs and improving the availability and flexibility of the entire mechanism.
[0056] Optionally, the clamping block 32 is provided with a fixing groove 321 on the side away from the first thrust seat 1. The size of the fixing groove 321 is adapted to the adjustment part 31 for inserting the adjustment part 31.
[0057] like Figure 2 As shown, it should be noted that when the booster device is started, the adjustment part 31 and the clamping part will be subjected to opposite forces due to inertia. Since the adjustment part 31 and the clamping block 32 are in contact, when the force is greater than the maximum static friction force between the adjustment part 31 and the clamping part, the clamping part will move relative to the adjustment part 31, and effective fixation cannot be guaranteed.
[0058] It is understood that, through the fixing groove 321, when the booster device is started, even if the force on the adjusting part 31 and the clamping part is greater than the maximum static friction between them, the adjusting part 31 can abut against the inner side of the fixing groove 321 to ensure that the adjusting part 31 is located in the fixing groove 321, and the clamping part will not move relative to the adjusting part 31, thus ensuring the relative fixation of the clamping part and the adjusting part 31, making the connection more reliable and reducing the safety risks caused by connection failure.
[0059] In some embodiments, the clamping block 32 is fixedly connected to the adjusting part 31.
[0060] In some embodiments, the relative positional relationship between the adjustment part 31 and the second thrust seat 2 is adjusted by rotating the adjustment part 31. It is understood that when the first thrust seat 1 and the second thrust seat 2 are relatively fixed, there is a large static friction between the clamping block 32 and the first thrust seat 1. If the clamping block 32 is fixedly connected to the adjustment part 31, the adjustment part 31 needs to exert a large force to overcome the maximum static friction between the clamping block 32 and the first thrust seat 1 in order to release the relative fixation of the first thrust seat 1 and the second thrust seat 2, which is inconvenient.
[0061] Therefore, in some embodiments, the adjusting part 31 is movably connected to the fixing groove 321. Although there is static friction between the adjusting part 31 and the fixing groove 321, the force required is smaller than that between the clamping block 32 and the first thrust seat 1 due to the difference in contact area. The operator can easily release the relative fixation between the first thrust seat 1 and the second thrust seat 2, making the adjustment process smoother and more flexible.
[0062] Furthermore, the movable connection between the adjustment part 31 and the fixing groove 321 allows for easy disassembly and replacement of the adjustment part 31 or the fixing groove 321, thereby reducing maintenance costs and time.
[0063] Optionally, a clamping block 32 is provided with a plurality of fixing grooves 321. It should be noted that when there is only one fixing groove 321, if the friction between the adjusting part 31 and the bottom wall of the fixing groove 321 is small, the clamping block 32 can rotate relative to the adjusting part 31 and cannot effectively limit the first thrust seat 1.
[0064] Therefore, when there are multiple fixing slots 321, they can be connected to the adjustment part to limit the rotation of the clamping block 32.
[0065] Optionally, the second thrust seat 2 is provided with a clamping groove, the first thrust seat 1 is inserted into the clamping groove, the connecting component 3 passes through the second thrust seat 2 and extends into the clamping groove, and the connecting component 3 abuts against the first thrust seat 1.
[0066] like Figure 5 As shown, it should be noted that the first thrust seat 1 is inserted into the clamping groove of the second thrust seat 2. Since the connecting component 3 passes through the second thrust seat 2 and extends into the clamping groove to abut against the first thrust seat 1, the relative position or angle between the thrust seats can be easily adjusted by adjusting the position of the connecting component 3, making the adjustment of the thrust angle more flexible and precise, and also facilitating subsequent maintenance and repair work.
[0067] It should be noted that there is a gap between the first thrust seat 1 and the side wall of the clamping groove, which is used to adjust the relative position of the first thrust seat 1 to the second thrust seat 2.
[0068] Optionally, the contact surface between the first thrust seat 1 and the connecting component 3 is perpendicular to the moving direction of the connecting component 3.
[0069] like Figure 5 As shown, it should be noted that the contact surface between the first thrust seat 1 and the connecting component 3 is perpendicular to the direction of movement, so that when the connecting component 3 applies a thrust, it can transmit the force to the first thrust seat 1 more directly and effectively. This perpendicular force transmission method reduces the dispersion and loss of force, thereby improving the stability and reliability of the connection, and making the clamping of the first thrust seat 1 and the second thrust seat 2 more stable.
[0070] Furthermore, since the contact surface between the first thrust seat 1 and the connecting component 3 is perpendicular to the direction of movement, the operator can more intuitively judge and adjust the position of the connecting component 3 when adjusting the thrust angle, which simplifies the adjustment process and improves the accuracy and efficiency of the adjustment.
[0071] Optionally, the first thrust seat 1 is provided with a first transmission surface 11;
[0072] The second thrust seat 2 is provided with a second transmission surface 21, which is parallel to the moving direction of the connecting assembly 3;
[0073] The first transmission surface 11 and the second transmission surface 21 are respectively attached to the two opposite sides of the clamping block 32, and the first transmission surface 11 and the second transmission surface 21 are parallel.
[0074] like Figure 5 As shown, it should be noted that since the first transmission surface 11 and the second transmission surface 21 are respectively attached to the two opposite sides of the clamping block 32, and the first transmission surface 11 and the second transmission surface 21 are parallel, the relative movement of the first thrust seat 1 and the second thrust seat 2 is restricted within the direction of the first transmission surface 11, which improves the adjustment accuracy and effectively restricts the relative movement of the first thrust seat 1 and the second thrust seat 2 in other directions other than the direction of the first transmission surface 11. This restriction ensures the stability of the thrust seat during the adjustment process and avoids errors or failures caused by unnecessary movement.
[0075] It should be noted that the second transmission surface 21 is parallel to the moving direction of the connecting component 3. Through the connecting component 3, the first thrust seat 1 can be pushed to move in the direction of the second transmission surface 21.
[0076] In some embodiments, the first thrust seat 1 is recessed to form a receiving groove, and the clamping block 32 is located in the receiving groove. One side of the receiving groove is the first transmission surface 11 and abuts against the clamping block 32. The receiving groove improves the transmission efficiency of the thrust between the clamping block 32 and the first thrust seat 1.
[0077] Optionally, the first thrust seat 1 is provided with a third transmission surface 12;
[0078] The second thrust seat 2 is provided with a second transmission surface 21, which is parallel to the moving direction of the connecting assembly 3;
[0079] The first thrust seat 1 abuts against the second thrust seat 2, and the third transmission surface 12 and the second transmission surface 21 are in contact.
[0080] like Figure 4 As shown, it should be noted that in some embodiments, the first thrust seat 1 is provided with a third transmission surface 12, which is in contact with the second transmission surface 21. The relative movement of the first thrust seat 1 and the second thrust seat 2 is restricted within the direction of the third transmission surface 12, thereby improving the adjustment accuracy.
[0081] Optionally, the second transmission surface 21 is arranged perpendicular to the thrust direction of the second thrust seat 2.
[0082] It is understandable that when the second transmission surface 21 is set perpendicular to the thrust direction of the second thrust seat 2, the thrust can be transmitted more directly and effectively. This perpendicular setting reduces energy loss and frictional resistance during the thrust transmission process, thereby improving the transmission efficiency of thrust between the first thrust seat 1 and the second thrust seat 2.
[0083] Optionally, the UAV boost angle adjustment mechanism 100 further includes a limiting pin 4. The first thrust seat 1 has a limiting slide 5. The limiting pin 4 passes through the limiting slide 5. Both ends of the limiting pin 4 are fixed relative to the second thrust seat 2. The axial direction of the limiting pin 4 is parallel to the moving direction of the connecting component 3.
[0084] It should be noted that the limiting pin 4 passes through the limiting slide 5, which is used to accommodate and restrict the movement of the limiting pin 4. Both ends of the limiting pin 4 are fixed relative to the second thrust seat 2. The limiting pin 4 can effectively limit the relative displacement between the second thrust seat 2 and the first thrust seat 1. It can be understood that when the connecting component 3 releases the clamp on the first thrust seat 1, the first thrust seat 1 can move relative to the second thrust seat 2. The limiting pin 4 can limit the maximum displacement of the first thrust seat 1 and the second thrust seat 2, ensuring stability and reliability during adjustment.
[0085] It should be noted that the axial direction of the limiting pin 4 is parallel to the moving direction of the connecting component 3, ensuring that the first thrust seat 1 can rotate relative to the limiting pin 4 for adjustment.
[0086] In one embodiment, the second thrust seat 2 has through holes on both sides opposite to the first thrust seat 1, and the limiting pin 4 is inserted into the through holes.
[0087] In one embodiment, the second thrust seat 2 has through holes on both sides opposite to the first thrust seat 1 and the clamping block 32, and the limiting pin 4 passes through the through holes to the clamping block 32 and the first thrust seat 1.
[0088] It is understandable that the limiting pin 4 further increases the reliability of the connection between the first thrust seat 1 and the second thrust seat 2.
[0089] Optionally, the thrust direction of the second thrust seat 2 is defined as the first direction;
[0090] The length direction of the limiting slide 5 is perpendicular to the first direction, and the length direction of the limiting slide 5 is perpendicular to the moving direction of the connecting component 3.
[0091] like Figure 2As shown, it should be noted that the axial direction of the limiting pin 4 is parallel to the moving direction of the connecting component 3, and the limiting pin 4 passes through the limiting slide 5. The first thrust seat 1 can move relative to the limiting pin 4 along the axial direction of the limiting pin 4. Through the limiting slide 5, the first thrust seat 1 can also move along the length direction of the limiting slide 5, and the axial direction of the limiting pin 4 is perpendicular to the length direction of the limiting slide 5. This allows the first thrust seat 1 to move in a plane perpendicular to the first direction, and the angle of the thrust line can be adjusted. After the adjustment is completed and aligned, the first thrust seat 1 is clamped and fixed by the connecting component 3. Through the limiting slide 5 and the limiting pin 4, the first thrust seat 1 and the second thrust seat 2 can be relatively restricted, without affecting the adjustment of the first thrust seat 1 relative to the second thrust seat 2. This achieves a flexible and stable angle adjustment function and ensures its safety and reliability in practical applications.
[0092] In some embodiments, the second transmission surface 21 is perpendicular to the first direction, and the length direction of the limiting slide 5 is perpendicular to the first direction, i.e., parallel to the second transmission surface 21. The length direction of the limiting slide 5 is perpendicular to the moving direction of the connecting component 3. The length direction of the limiting slide 5 and the moving direction of the connecting component 3 are two orthogonal directions within the second transmission surface 21, which facilitates user adjustment. The user can achieve precise positioning of the first thrust seat 1 and the second thrust seat 2 by precisely controlling the moving distance of the connecting component 3 and the moving position of the limiting pin 4 relative to the limiting slide 5.
[0093] Optionally, the UAV boost angle adjustment mechanism 100 further includes a positioning member 6. The surface of the first thrust seat 1 is provided with a positioning hole 7. The positioning hole 7 is connected to the limiting slide 5. The positioning member 6 is inserted into the positioning hole 7 and connected to the limiting pin 4 to restrict the limiting pin 4 from sliding along the length direction of the limiting slide 5.
[0094] It should be noted that the positioning member 6 can abut against the limiting pin 4, thereby restricting the sliding of the limiting pin 4 along the length direction of the limiting slide 5, further limiting the position of the limiting pin 4, thereby limiting the relative positional relationship between the first thrust seat 1 and the second thrust seat 2.
[0095] In some embodiments, the positioning member 6 is threadedly connected to the positioning hole 7. By rotating the positioning member 6, the length of the positioning member 6 extending into the limiting slide 5 can be changed, thereby changing the relative position of the first thrust seat 1 and the positioning member 6. The moving direction of the connecting component 3 is defined as the second direction, and the length direction of the limiting slide 5 is defined as the third direction. The second direction and the third direction are perpendicular. The movement of the first thrust seat 1 in the second direction can be adjusted by the connecting component 3, and the movement of the first thrust seat 1 in the third direction can be adjusted by the positioning member 6. With the thread, the relative positional relationship between the first thrust seat 1 and the second thrust seat 2 can be adjusted more precisely.
[0096] This utility model also proposes a drone propulsion device, which includes a drone propulsion angle adjustment mechanism 100. The specific structure of the drone propulsion angle adjustment mechanism 100 is as described in the above embodiments. Since this drone propulsion device adopts all the technical solutions of all the above embodiments, it has at least all the beneficial effects brought about by the technical solutions of the above embodiments, and will not be described in detail here. The drone propulsion device also includes a propulsion device for providing thrust, and the propulsion device is connected to the first thrust base 1 or the second thrust base 2.
[0097] The above description is merely an exemplary embodiment of the present utility model and does not limit the patent scope of the present utility model. Any equivalent structural transformations made based on the technical concept of the present utility model and the contents of the present utility model specification and drawings, or direct / indirect applications in other related technical fields, are included within the patent protection scope of the present utility model.
Claims
1. A drone boost angle adjustment mechanism, characterized in that, include: First thrust seat; The second thrust seat is inserted into the first thrust seat and connected by multiple connecting components; The plurality of connecting components are located on opposite sides of the first thrust seat, and the connecting components pass through the second thrust seat to clamp and fix the first thrust seat.
2. The UAV boost angle adjustment mechanism as described in claim 1, characterized in that, The connecting assembly includes an adjustment part, which is located on opposite sides of the first thrust seat. The adjustment part passes through the second thrust seat to clamp and fix the first thrust seat.
3. The UAV boost angle adjustment mechanism as described in claim 2, characterized in that, The connecting assembly further includes a clamping block, one side of which is connected to the adjusting part, and the side of the clamping block opposite to the adjusting part abuts against the first thrust seat.
4. The UAV boost angle adjustment mechanism as described in claim 3, characterized in that, The first thrust seat is provided with a first transmission surface; The second thrust seat is provided with a second transmission surface, which is parallel to the moving direction of the connecting assembly; The first transmission surface and the second transmission surface respectively abut against the two opposite sides of the clamping block, and the first transmission surface and the second transmission surface are parallel.
5. The UAV boost angle adjustment mechanism as described in claim 1, characterized in that, The first thrust seat is provided with a third transmission surface; The second thrust seat is provided with a second transmission surface, which is parallel to the moving direction of the connecting assembly; The first thrust seat abuts against the second thrust seat, and the third transmission surface is in contact with the second transmission surface.
6. The UAV boost angle adjustment mechanism as described in claim 4 or 5, characterized in that, The second transmission surface is set perpendicular to the thrust direction of the second thrust seat.
7. The UAV boost angle adjustment mechanism as described in any one of claims 1 to 5, characterized in that, The drone boost angle adjustment mechanism also includes a limiting pin. The first thrust seat has a limiting slide, the limiting pin passes through the limiting slide, and both ends of the limiting pin are fixed relative to the second thrust seat. The axial direction of the limiting pin is parallel to the moving direction of the connecting component.
8. The UAV boost angle adjustment mechanism as described in claim 7, characterized in that, The thrust direction of the second thrust seat is defined as the first direction; The length direction of the limiting slide is perpendicular to the first direction, and the length direction of the limiting slide is perpendicular to the moving direction of the connecting component.
9. The UAV boost angle adjustment mechanism as described in claim 8, characterized in that, The UAV boost angle adjustment mechanism also includes a positioning component. The surface of the first thrust seat is provided with a positioning hole. The positioning hole is connected to the limiting slide. The positioning component is inserted into the positioning hole and connected to the limiting pin to restrict the limiting pin from sliding along the length direction of the limiting slide.
10. A drone propulsion device, characterized in that, The drone booster device includes the drone booster angle adjustment mechanism as described in any one of claims 1 to 9.