Rotor arm electric folding and locking mechanism

Abstract

The utility model relates to the field of rotor support arm folding discloses a kind of rotor support arm electric folding and locking mechanism, including fuselage, at least two groups of support arm components are equipped on the fuselage, and support arm component includes first support arm unit and second support arm unit;First support arm unit includes first fixed support arm, first rotor support arm and first driving part, and second support arm unit includes second fixed support arm, second rotor support arm and second driving part, first fixed support arm one end and fuselage connection, other end and first rotor support arm rotary connection, second fixed support arm one end and fuselage connection, other end and second rotor support arm rotary connection, first driving part is used to drive first rotor support arm to the direction of being close to second fixed support arm rotation, and second driving part is used to drive second rotor support arm to the direction of being close to first fixed support arm rotation.Compared with prior art, structure is more simple, and rotor support arm can be effectively gathered.

Description

Technical Field

[0001] This utility model relates to the field of rotor arm folding, specifically to an electric folding and locking mechanism for rotor arms. Background Technology

[0002] Low-altitude aircraft include drones, eVTOLs, flying cars, and air-to-ground integrated aircraft. With the development of low-altitude aircraft technology, these aircraft have begun to possess land-to-air mode switching capabilities, making the folding and locking mechanism of the rotor arms a key component for achieving this mode switching. Existing technologies offer various solutions for folding and locking rotor arms in multi-rotor aircraft or low-altitude aircraft.

[0003] Although existing technologies offer various folding and locking solutions, the following drawbacks still exist: The existing rotor arms are exposed on both sides of the vehicle body when in land driving mode, which increases the overall size of the vehicle and makes it difficult to meet the regulatory requirements for vehicle body size, and makes parking difficult; if the rotor arms are not effectively retracted, they will affect the driving stability of the vehicle and are prone to causing bumps, deviations or even overturning when accelerating, braking, turning or on uneven road surfaces. Existing folding arm mechanisms are complex in structure, primarily due to their reliance on numerous links, hinge points, and mechanical transmission components to achieve the folding action. This lengthy transmission chain not only results in a bulky and space-consuming mechanism but also introduces significant cumulative assembly errors and movement backlash, affecting folding positioning accuracy. The complex mechanical structure also reduces overall rigidity, making it prone to wear and deformation under vibration loads, thus compromising reliability.

[0004] Therefore, there is a need for an electric folding and locking mechanism for rotor arms that is both simple in structure and can be effectively retracted, in order to overcome the shortcomings of the existing technology. Utility Model Content

[0005] The present invention aims to provide an electric folding and locking mechanism for rotor arms, which is simple in structure and can be effectively folded.

[0006] To achieve the above objectives, the present invention adopts the following technical solution: a rotor arm electric folding and locking mechanism, including a fuselage, the fuselage being provided with at least two sets of arm assemblies, the arm assemblies including a first arm unit and a second arm unit; The first support arm unit includes a first fixed support arm, a first rotor support arm, and a first drive unit. The second support arm unit includes a second fixed support arm, a second rotor support arm, and a second drive unit. One end of the first fixed support arm is connected to the fuselage, and the other end is rotatably connected to the first rotor support arm. One end of the second fixed support arm is connected to the fuselage, and the other end is rotatably connected to the second rotor support arm. The first drive unit is used to drive the first rotor support arm to rotate towards the second fixed support arm, and the second drive unit is used to drive the second rotor support arm to rotate towards the first fixed support arm.

[0007] The beneficial effects of this plan are: 1. The first fixed support arm and the first rotor support arm are hinged. This solution achieves folding of the first rotor support arm by rotating it inward. The inner side in this solution is the side closer to the fuselage. This structure is simple. After folding, the first rotor support arm and the second rotor support arm can rotate and fold towards each other, minimizing the overall size of the vehicle when it is in a land-based driving state and solving the problem of difficult parking of the vehicle.

[0008] 2. Compared with existing technologies, this solution simplifies the overall system structure, reduces the empty weight, increases the loading capacity, and improves flight efficiency.

[0009] 3. This solution includes a first fixed support arm and a second fixed support arm. Their function is to ensure that, in the folded state, there is space between the first rotor support arm, the second rotor support arm and the fuselage, so as to accommodate the first drive component and the second drive component.

[0010] Furthermore, the area between the first fixed arm and the second fixed arm is a folding area. Both the first driving component and the second driving component are located within the folding area. Both the first driving component and the second driving component are electric telescopic rods. One end of the first driving component is hinged to the fuselage, and the other end is hinged to the first rotor arm. By telescopically extending, the first rotor arm is rotated into the folding area. One end of the second driving component is hinged to the fuselage, and the other end is hinged to the second rotor arm. By telescopically extending, the second rotor arm is rotated into the folding area.

[0011] Furthermore, the length of the first fixed arm is greater than the length of the second fixed arm; In the folded state, the second rotor arm folds between the first fixed arm and the fuselage.

[0012] Furthermore, in the folded state, the first rotor arm and the second rotor arm are parallel.

[0013] Furthermore, the end of the first drive member and the end of the first rotor arm near the first fixed arm are hinged together. In the folded state, the first drive member is located between the end of the second rotor arm and the first fixed arm.

[0014] Furthermore, the first arm unit includes a first hinge, which includes a movable connecting part and a fixed connecting part. The movable connecting part and the fixed connecting part are respectively connected to the end of the first rotor arm and the end of the first fixed arm. The end faces of the movable connecting part and the fixed connecting part are hinged to the side near the folding area. In the deployed state, the first driving component pushes the first rotor arm to rotate, thereby causing the end faces of the movable connecting part and the fixed connecting part of the first hinge to abut against each other, achieving contact limiting.

[0015] Furthermore, the end faces of the movable connecting part and the fixed connecting part are provided with coaxial locking pin holes on the side away from the folding area. The movable connecting part or the fixed connecting part is provided with locking pins, and also includes a pin driving component. The output shaft of the pin driving component is connected to the locking pins, driving the locking pins to be inserted into the corresponding pin holes in sequence, thereby connecting the movable connecting part and the fixed connecting part.

[0016] Furthermore, it also includes a control system, with displacement sensors provided on both the first and second driving components. The displacement sensors are used to detect changes in the length of the first or second driving component. When the displacement sensor detects that the first or second driving member has extended to the unfolded state, the displacement sensor sends a signal to the control system, and the control system controls the pin driving member to drive the locking pin to insert into the corresponding pin hole.

[0017] Furthermore, rotor blades are provided at the ends of both the first rotor arm and the second rotor arm.

[0018] This solution also has the following effects: 1. In this solution, an electric telescopic rod is used as the first or second driving component. The structure is simple, and the first or second rotor arm can be rotated by telescopic extension. Since the electric telescopic rod exists independently of the first or second rotor arm, it will not affect the flight efficiency of the first or second rotor arm.

[0019] 2. The first rotor arm and the second rotor arm fold inward simultaneously within the folding area, and the first rotor arm and the second rotor arm are parallel, that is, the first rotor arm and the second rotor arm are staggered, so that the rotors on the first rotor arm or the second rotor arm can also be parallel and staggered, thereby maximizing space utilization and facilitating the rapid completion of rotor arm folding. This effectively solves the problem of excessive vehicle size and parking difficulties caused by exposed rotors in traditional multi-rotor aircraft in land-based conditions.

[0020] 3. Existing locking mechanisms typically rely on the coordinated operation of multiple components, such as mechanical linkages, hydraulics, or pneumatics, resulting in bulky structures and large space requirements. High-precision machining and assembly are necessary to achieve reliable locking; otherwise, gaps or jamming can easily occur. The control system requires precise coordination of the locking tongue and mechanism movements, resulting in complex logic, delayed response, and a sharp drop in reliability under vibration and impact, thus limiting the overall system's safety and compactness.

[0021] In this solution, the electric telescopic rod has a simple structure and a fast response. In addition, using the electric telescopic rod as part of the support for the first or second rotor arm significantly improves the load-bearing capacity and vibration reduction effect of the rotor arm, ensuring the stability of the rotor arm under various complex working conditions.

[0022] 4. The measurement accuracy of existing feedback systems is mainly limited by the inherent defects in their measurement principles and mechanical structures. Contact or indirect measurement methods such as potentiometers or traditional encoders are prone to data drift and accuracy degradation due to mechanical wear and gaps. Structurally, the system does not adhere to the Abbe principle, and installation deviations and rod deformation introduce significant angular errors. Furthermore, the system is sensitive to temperature changes and electromagnetic interference, lacking an effective real-time compensation mechanism. This results in the final feedback signal failing to accurately reflect the precise pose of the actuator, becoming a major bottleneck in improving system control accuracy.

[0023] In this solution, an LVDT (Low-Low Temperature Detection) sensor is used to detect changes in the length of the electric telescopic boom. This method is simple and precise, requiring only the detection of length changes. Simultaneously, an LVDT feedback system is formed by combining the control system, pin drive components, and locking pins. By detecting changes in the length of the electric telescopic boom, the system determines whether the boom is in the deployed state, thereby controlling the insertion of the locking pin into the corresponding pin hole. This achieves precise monitoring and control of the rotor arm's folding state, improving the system's accuracy and reliability, and providing a foundation for the intelligent management of low-altitude aircraft. Attached Figure Description

[0024] Figure 1 This is a top view of the unfolded state of the embodiment; Figure 2 This is a top view of the folded state in the embodiment; Figure 3 for Figure 2 A schematic diagram; Figure 4 for Figure 2 The first three-dimensional diagram of the hinge. Detailed Implementation

[0025] The following detailed description illustrates the specific implementation method: The reference numerals in the accompanying drawings include: fuselage 1, first support arm unit 2, first fixed support arm 21, first rotor support arm 22, first hinge 23, first drive member 24, movable connection part 241, fixed connection part 242, second support arm unit 3, second fixed support arm 31, second rotor support arm 32, second hinge 33, second drive member 34, rotor 4.

[0026] Example The implementation examples are basically as follows Figures 1-4 As shown: A rotor arm electric folding and locking mechanism includes a fuselage 1, with a set of arm assemblies respectively provided on the left and right sides of the fuselage 1, and the two sets of arm assemblies are symmetrically arranged.

[0027] Taking the support arm assembly on the left side of fuselage 1 as an example, such as Figure 1As shown, the system includes a first support arm unit 2 and a second support arm unit 3. The first support arm unit 2 includes a first fixed support arm 21, a first rotor support arm 22, a first hinge 23, and a first drive component 24. Rotors 4 are mounted at the ends of both the first rotor support arm 22 and the second rotor support arm 32. The second support arm unit 3 includes a second fixed support arm 31, a second rotor support arm 32, a second hinge 33, and a second drive component 34. All three support arms (1, 2, 31, and 32) are made of rectangular tubing and filled with damping material, such as polyacrylate, polyurethane, epoxy resin, butyl rubber, or nitrile rubber, used to absorb impact energy. Figure 1 In the middle, the upper part is the front end of the fuselage 1. The end of the first fixed support arm 21 is integrally formed with the left front end of the fuselage 1, and the end of the second fixed support arm 31 is integrally formed with the left rear end of the fuselage 1. The length of the first fixed support arm 21 is greater than the length of the second fixed support arm 31. The area between the first fixed support arm 21 and the second fixed support arm 31 is the folding area.

[0028] The first rotor arm 22 has a rotor 4 installed at one end. The rotor 4 is an important component for generating lift in low-altitude aircraft. The other end of the first rotor arm 22 is hinged to the end of the first fixed arm 21 via the first hinge 23. The second rotor arm 32 also has a rotor 4 installed at one end. The other end of the second rotor arm 32 is hinged to the end of the second fixed arm 31 via the second hinge 33. The first hinge 23 and the second hinge 33 have the same structure and connection method, essentially a dual-axis hinge, where one axis is unlockable. Rotation around the other axis is only possible when one axis is unlocked. Specifically, taking the first hinge 23 as an example... Figure 4 As shown, the first hinge 23 includes a movable connecting part 241 and a fixed connecting part 242. Both the movable connecting part 241 and the fixed connecting part 242 are short rectangular tubes with an appearance close to a cube. The movable connecting part 241 and the fixed connecting part 242 are bolted to the end of the first rotor arm 22 and the end of the first fixed arm 21, respectively.

[0029] In the unfolded state, the end faces of the movable connecting part 241 and the fixed connecting part 242 abut against each other, and the end faces of the movable connecting part 241 and the fixed connecting part 242 are hinged on the side near the folding area. The hinge method is: the pin passes through the movable connecting part 241 and the fixed connecting part 242 at the same time, and is rotatably connected to the movable connecting part 241 and the fixed connecting part 242. Both the movable connecting part 241 and the fixed connecting part 242 have protrusions welded to the side of their end faces away from the folding area. Locking pin holes are opened on the protrusions. The locking pin holes of the movable connecting part 241 and the fixed connecting part 242 are coaxial. A pin drive (not shown in the figure) is bolted to either the movable connecting part 241 or the fixed connecting part 242. The pin drive is a miniature linear motor or an electromagnetic actuator. A locking pin is bolted to the output shaft of the pin drive. The pin drive is used to drive the locking pins to sequentially insert or withdraw from the corresponding coaxial pin holes, thereby connecting the movable connecting part 241 and the fixed connecting part 242. When the locking pin is inserted into the pin hole, the movable connecting part 241 and the fixed connecting part 242 are locked and cannot rotate relative to each other; conversely, they can rotate.

[0030] Depending on the specific circumstances, an elastic shock-absorbing pad is adhered to the end face of the movable connection 241 or the fixed connection 242. In this embodiment, the elastic shock-absorbing pad is made of polyurethane.

[0031] In the deployed state, the first driving member 24 pushes the first rotor arm 22 to rotate, thereby causing the end faces of the movable connecting part 241 and the fixed connecting part 242 of the first hinge 23 to abut against each other, achieving contact limiting.

[0032] Both the first and second drives are electric telescopic poles (not shown in the internal structure diagram). The electric telescopic pole integrates a telescopic motor, a transmission device, and a displacement sensor. The telescopic motor is a servo motor and is bolted inside the electric telescopic pole. The transmission device is keyed to the output shaft of the telescopic motor and is a lead screw and nut mechanism. The transmission device is used to convert the rotational motion of the telescopic motor into linear output, thereby extending and retracting the electric telescopic pole. The displacement sensor is an LVDT sensor and is bonded inside the electric telescopic pole to detect the length change of the first drive component 24 or the second drive component 34.

[0033] One end of the first drive member 24 is hinged to the fuselage 1, and the other end is hinged to the movable connection part 241 of the first rotor arm 22 near the first fixed arm 21. By extending and retracting, the first rotor arm 22 is rotated into the folding area. One end of the second drive member 34 is connected to the fuselage 1, and the other end is hinged to the movable connection part 241 of the second rotor arm 32 near the second fixed arm 31. By extending and retracting, the second rotor arm 32 is rotated into the folding area. In this embodiment, the two structures are hinged in such a way that the pin passes through both structures at the same time and is rotatably connected to both structures.

[0034] like Figure 3 , Figure 4 As shown, in the folded state, the first rotor arm 22, the first drive member 24, the second rotor arm 32, and the second drive member 34 are all located within the folding area. The first rotor arm 22 and the second rotor arm 32 are parallel. The second rotor arm 32 is folded between the first fixed arm 21 and the fuselage 1. The first drive member 24 is located between the end of the second rotor arm 32 and the first fixed arm 21.

[0035] It also includes a control system, which is electrically connected to the first drive component 24, the second drive component 34, the pin drive component, and the displacement sensor, respectively. The control system includes a folded state and an unfolded state. When switched to the unfolded state, the first drive member 24 and the second drive member 34 are extended. When the displacement sensor detects that the first drive member 24 or the second drive member 34 has been extended to the unfolded state, the displacement sensor sends a signal to the control system. The control system controls the pin drive member to drive the locking pin to insert into the corresponding pin hole. When switched to the folded state, the control system controls the pin drive to drive the locking pin out of the corresponding pin hole, and controls the first drive 24 or the second drive 34 to shorten. When the displacement sensor detects that the first drive 24 or the second drive 34 has shortened to the folded state, the displacement sensor sends a signal to the control system, and the control system controls the first drive 24 or the second drive 34 to stop shortening.

[0036] The above descriptions are merely embodiments of this utility model. Commonly known technical solutions and / or characteristics are not described in detail here. It should be noted that those skilled in the art can make various modifications and improvements without departing from the technical solution of this utility model. These modifications and improvements should also be considered within the scope of protection of this utility model, and will not affect the effectiveness of the implementation of this utility model or the practicality of the patent. The scope of protection claimed in this application should be determined by the content of its claims, and the specific embodiments described in the specification can be used to interpret the content of the claims.

Claims

1. A rotor arm electric folding and locking mechanism, characterized in that: The fuselage includes at least two sets of support arm assemblies, each consisting of a first support arm unit and a second support arm unit. The first support arm unit includes a first fixed support arm, a first rotor support arm, and a first drive unit. The second support arm unit includes a second fixed support arm, a second rotor support arm, and a second drive unit. One end of the first fixed support arm is connected to the fuselage, and the other end is rotatably connected to the first rotor support arm. One end of the second fixed support arm is connected to the fuselage, and the other end is rotatably connected to the second rotor support arm. The first drive unit is used to drive the first rotor support arm to rotate towards the second fixed support arm, and the second drive unit is used to drive the second rotor support arm to rotate towards the first fixed support arm.

2. The rotor arm electric folding and locking mechanism according to claim 1, characterized in that: The area between the first fixed arm and the second fixed arm is a folding area. The first drive unit and the second drive unit are both located within the folding area. Both the first drive unit and the second drive unit are electric telescopic rods. One end of the first drive unit is hinged to the fuselage, and the other end is hinged to the first rotor arm. By telescopically extending, the first rotor arm is rotated into the folding area. One end of the second drive unit is hinged to the fuselage, and the other end is hinged to the second rotor arm. By telescopically extending, the second rotor arm is rotated into the folding area.

3. The rotor arm electric folding and locking mechanism according to claim 2, characterized in that: The length of the first fixed arm is greater than the length of the second fixed arm; In the folded state, the second rotor arm folds between the first fixed arm and the fuselage.

4. The rotor arm electric folding and locking mechanism according to claim 3, characterized in that: In the folded state, the first rotor arm and the second rotor arm are parallel.

5. The rotor arm electric folding and locking mechanism according to claim 2, characterized in that: The end of the first drive member and the end of the first rotor arm near the first fixed arm are hinged. In the folded state, the first drive member is located between the end of the second rotor arm and the first fixed arm.

6. The rotor arm electric folding and locking mechanism according to claim 2, characterized in that: The first arm unit includes a first hinge, which includes a movable connecting part and a fixed connecting part. The movable connecting part and the fixed connecting part are respectively connected to the end of the first rotor arm and the end of the first fixed arm. The end faces of the movable connecting part and the fixed connecting part are hinged to the side near the folding area. In the deployed state, the first driving component pushes the first rotor arm to rotate, thereby causing the end faces of the movable connecting part and the fixed connecting part of the first hinge to abut against each other, achieving contact limiting.

7. The rotor arm electric folding and locking mechanism according to claim 6, characterized in that: The end faces of the movable connecting part and the fixed connecting part are provided with coaxial locking pin holes on the side away from the folding area. The movable connecting part or the fixed connecting part is provided with locking pins, and also includes a pin drive. The output shaft of the pin drive is connected to the locking pin, driving the locking pins to be inserted into the corresponding pin holes in sequence, thereby connecting the movable connecting part and the fixed connecting part.

8. The rotor arm electric folding and locking mechanism according to claim 2, characterized in that: It also includes a control system, and both the first and second driving components are equipped with displacement sensors, which are used to detect changes in the length of the first or second driving component. When the displacement sensor detects that the first or second driving member has extended to the unfolded state, the displacement sensor sends a signal to the control system, and the control system controls the pin driving member to drive the locking pin to insert into the corresponding pin hole.

9. The rotor arm electric folding and locking mechanism according to claim 1, characterized in that: Both the first and second rotor arms are equipped with rotors at their ends.

Images