An angle-adjustable three-rotor unmanned aerial vehicle

Abstract

The utility model discloses an angle adjustable three-rotor unmanned aerial vehicle, including aircraft main part, the both sides of aircraft main part front end position has the symmetrical setting fixed lift wing, the wing tip position of fixed lift wing is provided with the rotor no.

Description

Technical Field

[0001] This utility model relates to the field of unmanned aerial vehicle technology, specifically to an angle-adjustable tri-rotor unmanned aerial vehicle. Background Technology

[0002] A tri-rotor drone is an unmanned aerial vehicle with three rotor shafts. It generates lift by driving the rotors with electric motors to achieve flight. The three-rotor design makes the structure simpler than that of a traditional helicopter. Flight attitude control is achieved by adjusting the difference in the rotational speed of each rotor, giving it advantages in vertical takeoff and landing, hovering, and low-altitude flight.

[0003] In recent years, with the widespread adoption and application of drones, various types of drones have also experienced relatively rapid development. However, in practical applications, we have also discovered shortcomings in the use of trirotor drones. Since current trirotor drones are primarily used for entertainment (such as filming, air shows, and simple hoisting tasks), they typically suffer from small payload capacity, limited / short flight distance, and relatively slow speed. Furthermore, trirotor drones are not well-suited for transportation missions. Compared to multi-rotor or fixed-wing aircraft, they exhibit unstable longitudinal lift balance under load, leading to high energy consumption during power conversion. Combined with their slower flight speed, this further impacts their flight range and endurance, thus their applicability and practicality need improvement.

[0004] Therefore, after discussion and research, we proposed an angle-adjustable tri-rotor unmanned aerial vehicle to solve and minimize the shortcomings and problems in the above situation. Utility Model Content

[0005] The purpose of this section is to outline some aspects of the embodiments of this utility model and to briefly introduce some preferred embodiments. Simplifications or omissions may be made in this section, as well as in the abstract and title of this application, to avoid obscuring the purpose of these documents; however, such simplifications or omissions should not be used to limit the scope of this utility model.

[0006] Therefore, the purpose of this utility model is to provide an angle-adjustable tri-rotor unmanned aerial vehicle (UAV) to solve the problems mentioned in the background art, such as the fact that existing tri-rotor UAVs are not suitable for transportation missions, and that under heavy load conditions, they have unstable longitudinal lift balance, resulting in high energy consumption for power conversion. In addition, their slow flight speed makes it easier to affect their flight distance and endurance, and their application scope and practicality need to be improved.

[0007] To achieve the above objectives, the present invention provides the following technical solution: an angle-adjustable tri-rotor unmanned aerial vehicle, comprising an aircraft body, fixed lifting wings symmetrically arranged at the front ends of both sides of the aircraft body, a rotor that can be adjusted longitudinally at the wingtip of the fixed lifting wing, a rotor that can be adjusted to one side at the rear end of the aircraft body, and a frame at the bottom of the aircraft body;

[0008] The rotor blades on both sides are arranged in an equilateral triangle with their axes aligned.

[0009] As a preferred embodiment of the angle-adjustable trirotor unmanned aerial vehicle (UAV) described in this utility model, the angle-adjustable trirotor UAV has at least two flight modes, including:

[0010] In longitudinal flight mode, rotor two and rotor one on both sides are adjusted to a horizontal angle attitude;

[0011] In the horizontal forward mode, rotor two is adjusted to rotate 90° to one side, and rotor one on both sides is adjusted to rotate 90° forward.

[0012] As a preferred embodiment of the angle-adjustable tri-rotor unmanned aerial vehicle described in this utility model, the wingtip of the fixed lifting wing is provided with a first rotary electric joint, and the power unit housing of the first rotor is fixed to the output part of the first rotary electric joint.

[0013] The fixed lifter adopts a plano-convex wing structure.

[0014] As a preferred embodiment of the angle-adjustable tri-rotor unmanned aerial vehicle described in this utility model, a tail boom is fixedly extended from the rear end of the main body of the aircraft, a second rotary electric joint is fixed to the outer end of the tail boom, and the power unit shell of the second rotor is fixed to the output part of the second rotary electric joint.

[0015] As a preferred embodiment of the angle-adjustable tri-rotor unmanned aerial vehicle described in this utility model, the front end of the main body of the aircraft adopts a conical structure or a swept-back arc structure, and a tail fin is longitudinally fixed at the upper end of the tail of the main body of the aircraft.

[0016] As a preferred embodiment of the angle-adjustable tri-rotor unmanned aerial vehicle described in this utility model, the frame includes a mounting frame fixed to the lower end of the main body of the aircraft, landing bars fixed to both sides of the bottom of the mounting frame, and sliding wheels disposed at the lower end of the landing bars.

[0017] As a preferred embodiment of the angle-adjustable tri-rotor unmanned aerial vehicle described in this utility model, the fixed lifting wing, tail boom, and frame are made of aluminum-lithium alloy or carbon fiber composite material.

[0018] Compared with the prior art, the beneficial effects of this utility model are as follows: When this angle-adjustable tri-rotor unmanned aerial vehicle is in use, in the conventional longitudinal flight mode, the first rotor on both sides of the aircraft and the second rotor at the tail remain in a horizontal attitude, no different from a conventional tri-rotor aircraft. When the horizontal forward mode needs to be activated, the first rotary electric joint on both sides of the fuselage will drive the first rotor to rotate forward to a 90° angle, converting the original vertical lift into lateral forward thrust. At the same time, the second rotary electric joint will drive the second rotor to rotate to one side to a 90° angle. In conjunction with the tail fin, the anti-torque generated by the first rotor can be balanced and the heading can be stabilized. This variable angle design can effectively improve the aircraft's slow level flight speed. Furthermore, due to the faster level flight speed and lower power conversion energy consumption, it greatly improves the shortcomings of existing tri-rotor unmanned aerial vehicles in terms of short flight distance and short endurance under load, thus further enhancing the practicality and application range of the aircraft. Attached Figure Description

[0019] Figure 1 This is a schematic diagram of the overall structure of this utility model;

[0020] Figure 2 This utility model Figure 1 Schematic diagram of a partial structural detail;

[0021] Figure 3 This is a schematic diagram of the frame structure of this utility model.

[0022] In the diagram: 100, main body of the aircraft; 200, fixed lifter; 210, rotor one; 220, first rotary electric joint; 300, rotor two; 310, tail boom; 320, second rotary electric joint; 400, tail fin; 500, frame; 510, pylon; 520, landing bar; 530, pulley. Detailed Implementation

[0023] To make the above-mentioned objectives, features and advantages of this utility model more apparent and understandable, the specific embodiments of this utility model will be described in detail below with reference to the accompanying drawings.

[0024] Secondly, this utility model is described in detail with reference to the schematic diagrams. When describing the embodiments of this utility model, for ease of explanation, the cross-sectional views showing the device structure may be partially enlarged, not according to the usual scale. Furthermore, the schematic diagrams are merely examples and should not limit the scope of protection of this utility model. In addition, in actual manufacturing, the three-dimensional spatial dimensions of length, width, and depth should be included.

[0025] To make the objectives, technical solutions, and advantages of this utility model clearer, the embodiments of this utility model will be described in further detail below with reference to the accompanying drawings.

[0026] Figures 1-3 The diagram shown is a complete structural schematic of an angle-adjustable tri-rotor unmanned aerial vehicle according to this invention. Please refer to [link / reference]. Figures 1-3 This embodiment of an angle-adjustable tri-rotor unmanned aerial vehicle includes a main body 100, with symmetrically arranged fixed lifters 200 at the front ends of both sides of the main body 100. The wingtips of the fixed lifters 200 are equipped with longitudinally adjustable rotors 210, and the rear end of the main body 100 is equipped with a laterally adjustable rotor 300. The bottom of the main body 100 is also equipped with a frame 500. The rotors 210 and 300 on both sides are arranged in an equilateral triangle with their axes aligned.

[0027] The angle-adjustable tri-rotor unmanned aerial vehicle has at least two flight modes, including: a longitudinal flight mode, in which rotor 200 and the two side rotors 210 are adjusted to a horizontal angle attitude; and a horizontal forward mode, in which rotor 200 is adjusted to rotate 90° to one side, and the two side rotors 210 are adjusted to rotate 90° forward. The fixed lifter 200 has a first rotary electric joint 220 at its wingtip, and the power unit housing of rotor 210 is fixed to the output of the first rotary electric joint 220. The fixed lifter 200 adopts a plano-convex wing structure. It can be understood that the fixed lifter 200 in this embodiment can adopt, but is not limited to, plano-convex wings, concave-convex wings, biconvex wings, symmetrical wings, etc., but a plano-convex structure is preferred here due to its advantages of high lift efficiency and good stability. A tail boom 310 extends fixedly from the rear of the main body 100 of the aircraft. A second rotary electric joint 320 is fixed to the outer end of the tail boom 310, and the power unit shell of the rotor 300 is fixed to the output section of the second rotary electric joint 320. The front end of the main body 100 of the aircraft adopts a conical structure or a swept-back arc structure, and a tail fin 400 is longitudinally fixed at the upper end of the tail of the main body 100 of the aircraft. It can be understood that the conical or swept-back arc structure of the nose reduces the drag of the aircraft when it is moving forward. The tail fin 400 can undertake the dual functions of balancing the reaction torque and improving flight stability, and together with the tail rotor / tail rotor and stabilizer structure, it achieves directional control and attitude stability. Specifically, when the aircraft is in the conventional longitudinal flight mode, the rotor 210 on both sides and the rotor 300 at the tail remain in a horizontal attitude, just like a conventional tri-rotor aircraft. When the horizontal forward mode needs to be activated, the first rotary electric joint 220 on both sides of the fuselage will drive the rotor 210 to rotate forward to a 90° angle, converting the original vertical lift into lateral forward thrust. At the same time, the second rotary electric joint 320 will drive the rotor 300 to rotate to one side to a 90° angle. Together with the tail fin 400, it can balance the anti-torque generated by the rotor 210 and achieve directional stability control. This variable angle design can effectively improve the aircraft's slow level flight speed. Furthermore, due to the faster level flight speed and lower power conversion energy consumption, it greatly improves the shortcomings of existing tri-rotor unmanned aerial vehicles in terms of short flight distance and short endurance under load.

[0028] Furthermore, the frame 500 includes a mounting frame 510 fixed to the lower end of the aircraft body 100, landing bars 520 fixed to both sides of the bottom of the mounting frame 510, and sliding wheels 530 disposed at the lower end of the landing bars 520. In this embodiment, by combining the mounting frame 510 and the landing bars 520, the landing bars 520 on both sides are positioned as far to the sides as possible to reserve more loading space at the bottom of the mounting frame 510, and the sliding wheels 530 facilitate the propulsion and movement of the aircraft after it has landed on the ground.

[0029] Furthermore, the fixed lifter 200, tail boom 310, and frame 500 are made of aluminum-lithium alloy or carbon fiber composite material. By using aluminum-lithium alloy or carbon fiber composite material for the fixed lifter 200, tail boom 310, and frame 500, the weight of the unmanned aerial vehicle can be effectively reduced, which is beneficial to improving the vehicle's endurance and flight maneuverability.

[0030] In summary, the working principle of this utility model is as follows: When the aircraft is in the conventional longitudinal flight mode, the rotor 210 on both sides and the rotor 300 at the tail remain in a horizontal attitude, no different from a conventional tri-rotor aircraft. When the horizontal forward mode needs to be activated, the first rotary electric joint 220 on both sides of the fuselage will drive the rotor 210 to rotate forward to a 90° angle, converting the original vertical lift into lateral forward thrust. At the same time, the second rotary electric joint 320 will drive the rotor 300 to rotate to one side to a 90° angle. In conjunction with the tail fin 400, the anti-torque generated by the rotor 210 can be balanced and the heading can be stabilized. This variable angle design can effectively improve the aircraft's slow level flight speed. Furthermore, due to the faster level flight speed and lower power conversion energy consumption, it greatly improves the shortcomings of existing tri-rotor UAVs in terms of short flight distance and short endurance under load, thus further enhancing the practicality and application range of the aircraft.

[0031] Although the present invention has been described above with reference to embodiments, various modifications can be made and components can be replaced with equivalents without departing from the scope of the present invention. In particular, as long as there is no structural conflict, the features in the embodiments disclosed in this invention can be combined with each other in any way. The lack of an exhaustive description of these combinations in this specification is merely for the sake of brevity and resource conservation. Therefore, the present invention is not limited to the specific embodiments disclosed herein, but includes all technical solutions falling within the scope of the claims.

Claims

1. An angle-adjustable tri-rotor unmanned aerial vehicle, characterized in that, The aircraft includes a main body (100), with symmetrically arranged fixed lifters (200) at the front ends of both sides of the main body (100). The wingtips of the fixed lifters (200) are provided with a rotor (210) that can be adjusted longitudinally. The rear end of the main body (100) is provided with a rotor (300) that can be adjusted to one side. The bottom of the main body (100) is also provided with a frame (500). Among them, the rotor one (210) and rotor two (300) on both sides are arranged in an equilateral triangle with axis to axis.

2. The angle-adjustable tri-rotor unmanned aerial vehicle according to claim 1, characterized in that: The aforementioned angle-adjustable tri-rotor unmanned aerial vehicle has at least two flight modes, including: In longitudinal flight mode, rotor two (300) and rotor one (210) on both sides are adjusted to a horizontal angle attitude; In the horizontal forward mode, the second rotor (300) is adjusted to rotate 90° to one side, and the first rotors (210) on both sides are adjusted to rotate 90° forward.

3. The angle-adjustable tri-rotor unmanned aerial vehicle according to claim 1, characterized in that: The fixed lifting wing (200) is provided with a first rotary electric joint (220) at the wingtip, and the power unit housing of rotor one (210) is fixed to the output part of the first rotary electric joint (220). The fixed lifter (200) adopts a plano-convex wing structure.

4. The angle-adjustable tri-rotor unmanned aerial vehicle according to claim 1, characterized in that: The rear end of the main body (100) of the aircraft is fixedly extended with a tail boom (310), and a second rotary electric joint (320) is fixed at the outer end of the tail boom (310). The power unit shell of the rotor (300) is fixed to the output part of the second rotary electric joint (320).

5. The angle-adjustable tri-rotor unmanned aerial vehicle according to claim 1, characterized in that: The front end of the main body (100) of the aircraft adopts a conical structure or a swept arc structure, and a tail fin (400) is also longitudinally fixed at the upper end of the tail of the main body (100).

6. The angle-adjustable tri-rotor unmanned aerial vehicle according to claim 1, characterized in that: The frame (500) includes a mounting frame (510) fixed to the lower end of the main body (100) of the aircraft, landing bars (520) fixed to both sides of the bottom of the mounting frame (510), and sliding wheels (530) provided at the lower end of the landing bars (520).

7. The angle-adjustable tri-rotor unmanned aerial vehicle according to claim 1, characterized in that: The fixed lifter (200), tail boom (310) and frame (500) are made of aluminum-lithium alloy or carbon fiber composite material.

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