Attitude adjustment device and aircraft

Abstract

An attitude adjustment device (10) and an aircraft (20). The attitude adjustment device (10) is used for adjusting the attitude of the aircraft (20). The attitude adjustment device (10) comprises: a flow guide member (101), wherein the flow guide member (101) is provided with an air channel (1011), and the air channel (1011) is used for the passage of an airflow; and a regulation mechanism (102), wherein the regulation mechanism (102) can work in conjunction with the flow guide member (101) so that the regulation mechanism (102) can be used for regulating the magnitude of the airflow, and the magnitude of the airflow can be used for adjusting the attitude of the aircraft (20).

Description

Attitude adjustment device and aircraft Technical Field

[0001] This invention relates to the field of aircraft attitude control technology, and in particular to an attitude adjustment device and an aircraft. Background Technology

[0002] Currently, attitude control for aircraft has mature structures and solutions in both fixed-wing and multi-rotor aircraft.

[0003] However, most of the mature attitude adjustment solutions currently available use rudder surface control or automatic swashplate adjustment, both of which are quite complex. Summary of the Invention

[0004] In view of this, in order to solve the problem that existing attitude adjustment devices are complex and difficult to control, which reduces the user's ease of operation, the present invention provides an attitude adjustment device and an aircraft.

[0005] In a first aspect, embodiments of the present invention provide an attitude adjustment device, the attitude adjustment device being used to adjust the attitude of an aircraft, the attitude adjustment device comprising:

[0006] A flow guide, wherein the flow guide is provided with an air passage, the air passage being used to allow airflow to pass through;

[0007] An adjustment mechanism is provided that can cooperate with the air guide to adjust the size of the airflow, which in turn can be used to adjust the attitude of the aircraft.

[0008] Secondly, embodiments of the present invention provide an aircraft, the aircraft including the attitude adjustment device described in the first aspect of this application.

[0009] The attitude adjustment device described in the embodiments of the present invention has at least the following advantages;

[0010] The attitude adjustment device of this invention does not require complex installation and assembly of multiple parts, has a simpler structure, and does not rely on additional sensors or other parts. The control logic is also simpler. Overall, it can reduce the cost of the attitude adjustment device, simplify the user's operation, make attitude adjustment more convenient, improve the efficiency of aircraft attitude adjustment, and enhance the user's operating experience.

[0011] The above description is merely an overview of the technical solution of the present invention. In order to better understand the technical means of the present invention and to implement it in accordance with the contents of the specification, and in order to make the above and other objects, features and advantages of the present invention more apparent and understandable, specific embodiments of the present invention are described below. Attached Figure Description

[0012] To more clearly illustrate the technical solutions in the embodiments of the present invention 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 some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0013] Figure 1 schematically illustrates a posture adjustment device according to an embodiment of the present invention;

[0014] Figure 2 schematically illustrates a propeller blade folding state of an aircraft according to an embodiment of the present invention;

[0015] Figure 3 schematically illustrates a flow guide according to an embodiment of the present invention;

[0016] Figure 4 schematically illustrates a plurality of driving components according to an embodiment of the present invention;

[0017] Figure 5 schematically illustrates a propeller blade deployment state of an aircraft according to an embodiment of the present invention;

[0018] Figure 6 schematically shows the distribution of multiple air passages in a flow guide according to an embodiment of the present invention;

[0019] Figure 7 schematically shows a diagram of the adjustment mechanism in the first position according to an embodiment of the present invention;

[0020] Figure 8 schematically shows a diagram of the adjustment mechanism in the second position according to an embodiment of the present invention. Specific Implementation

[0021] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0022] Referring to Figures 1 to 3, an embodiment of the present invention provides an attitude adjustment device 10, which is used to adjust the attitude of an aircraft 20. The attitude adjustment device 10 includes:

[0023] A flow guide 101 is provided with an air passage 1011, which is used to allow airflow to pass through.

[0024] The adjustment mechanism 102 can cooperate with the air guide 101 so that the adjustment mechanism 102 can be used to adjust the size of the airflow, and the size of the airflow can be used to adjust the attitude of the aircraft 20.

[0025] Specifically, the attitude adjustment device 10 of this embodiment of the invention is a device that uses the reaction force of airflow to adjust attitude information such as direction and angle. This attitude adjustment device 10 is applicable to various mobile platforms, such as unmanned vehicles, unmanned ships and drones.

[0026] To clearly and intuitively introduce the attitude adjustment device 10 of the present invention, the following embodiments use the attitude adjustment device 10 in the aircraft 20 as an example to illustrate the flight attitude adjustment function of the aircraft 20.

[0027] As shown in Figures 1 to 3, the attitude adjustment device 10 of this embodiment includes a guide member 101, which is provided with an air passage 1011. The air passage 1011 is a channel for airflow and guides the airflow. When the airflow flows through the air passage 1011, under the guidance of the air passage 1011, the airflow is ejected in a set direction, and the reaction force of the airflow generates the power to drive the attitude adjustment device 10 and the aircraft 20 to move.

[0028] In addition, the attitude adjustment device 10 also includes an adjustment mechanism 102, which can be a mechanical adjustment mechanism or an electronic adjustment mechanism. It works in conjunction with the guide member 101 to adjust the airflow through the air passage 1011. It is easy to understand that when the adjustment mechanism 102 controls a larger airflow, the resulting reaction force is also larger; conversely, when the adjustment mechanism 102 controls a smaller airflow, the resulting reaction force is also smaller.

[0029] Therefore, in this embodiment of the invention, the combination of the adjustment mechanism 102 and the air guide 101 enables the attitude adjustment device 10 to output varying driving force, thereby adjusting the attitude angle of the aircraft 20 and changing its flight attitude. The attitude angle can include at least one of the aircraft 20's pitch angle, roll angle, and yaw angle, which depends on the number, shape, position, and orientation of the air ducts 1011, as well as other specific structural designs. These will be further described in detail in the embodiments below. It should also be noted that the airflow source in the air guide 101 in this embodiment can be provided by a dedicated fan or generated using existing components in the aircraft 20. The specific source can be determined based on the installation position of the air guide 101 in the aircraft 20, and this is not limited in this embodiment.

[0030] This attitude adjustment device 10, designed and manufactured using aerodynamic principles, eliminates the need for complex installation and assembly of multiple parts, resulting in a simpler structure. It also eliminates the need for additional sensors and other components, simplifying the control logic. Overall, this reduces the cost of the attitude adjustment device 10, simplifies the user's operation, makes attitude adjustment more convenient, improves the efficiency of aircraft attitude adjustment, and enhances the user's operating experience.

[0031] Optionally, referring to Figures 1 and 2, the attitude adjustment device 10 further includes a fan 103, which is fixedly connected to the air guide 10 and is used to blow air into the air passage 1011 or draw air out of the air passage 1011.

[0032] Specifically, in one embodiment, as shown in Figures 1 and 2, the attitude adjustment device 10 of this embodiment of the invention further includes a fan 103. The fan 103 can be connected to the air guide 10 by means of screw fastening, snap-fit ​​connection or adhesive, so that the two are reliably fixed together. The fan 103 can also be connected to the air guide 10 through a ventilation duct or other structure that can play a ventilation role, which is not limited here.

[0033] In this embodiment of the invention, the relative position of the fan 103 and the air guide 10 is not required. As long as the fan 103 can blow air into or draw air out of the air duct 1011 when it rotates, that is, the rotation of the fan 103 can drive airflow into one end of the air duct 1011 and out the other end. For example, in practical applications, the fan 103 can be a turbine fan that blows air into the air duct 1011. A turbine fan can provide sufficient airflow to ensure the power required for attitude adjustment. In this embodiment of the invention, using a dedicated fan 103 to provide the airflow required for attitude adjustment ensures the independence, stability, and reliability of the attitude adjustment airflow power.

[0034] Optionally, the number of air passages 1011 is not less than one, the number of fans 103 is one, and the airflow of each air passage 1011 comes from one fan 103.

[0035] Specifically, in one embodiment, when the number of air ducts 1011 in this embodiment of the invention is not less than one, the attitude adjustment device 10 may be equipped with a fan 103, and the airflow blown by this fan 103 is simultaneously supplied to each air duct 1011. This attitude adjustment device 10 uses a single fan 103 to provide the airflow required for attitude adjustment to each air duct 1011, which reduces the number of fans 103, helps to miniaturize the attitude adjustment device 10, facilitates the miniaturization of the aircraft, reduces payload, and helps improve the aircraft's endurance.

[0036] Optionally, there are multiple air ducts 1011, and the number of fans 103 is the same as the number of air ducts 1011, with each fan 103 corresponding to one of the air ducts 1011.

[0037] Specifically, in one embodiment, when there are multiple air passages 1011 in the present invention, the attitude adjustment device 10 may be configured with the same number of fans 103 as the air passages 1011. This attitude adjustment device 10 provides a fan 103 for each air passage 1011, and each fan 103 can independently provide airflow to the corresponding air passage 1011, making the control of the airflow magnitude in the corresponding air passage 1011 more precise and flexible.

[0038] It should be understood that when there are multiple air passages 1011, each air passage 1011 can expel or inhale gas so that the aircraft 20 is subjected to the reaction force of gas expulsion or inhalation. The combined reaction force generated by the gas expulsion or inhalation of multiple air passages 1011 can be used to change the attitude of the aircraft 20.

[0039] Optionally, the airflow originates from the propeller blades of the aircraft 20.

[0040] Specifically, in one embodiment, the airflow within the air duct 1011 of the attitude adjustment device 10 of this invention can also be provided by the powered propeller blades of the aircraft 20. The powered propeller blades are those that provide lift for the ascent of the aircraft 20. By installing the guide 101 at a position matching the powered propeller blades, while the propeller blades rotate to generate lift and drive the aircraft 20 upward, the airflow generated by the rotation of the propeller blades can also be used as the airflow for attitude adjustment. Thus, a dedicated fan can be eliminated, which is more conducive to the miniaturization and weight reduction of the UAV.

[0041] Optionally, referring to FIG5, the flow guide 101 has mutually orthogonal x-axis, y-axis and z-axis;

[0042] When the attitude adjustment device 10 is used on the aircraft 20, the x-axis is parallel to the roll axis of the aircraft 20, the y-axis coincides with the yaw axis of the aircraft 20, and the z-axis is parallel to the pitch axis of the aircraft 20.

[0043] Specifically, in one embodiment, as illustrated in Figure 5, regardless of the shape of the flow guide 101, it can have mutually orthogonal x-axis, y-axis, and z-axis. The origin of the coordinate system where the x-axis, y-axis, and z-axis intersect can be the location of the centroid of the flow guide 101. Using these three virtual axes as references, the shape and orientation of the air passage 1011 can be accurately determined. As shown in the example in Figure 5, for an approximately cylindrical flow guide 101, the y-axis can be its central axis, and the x-axis and z-axis are two radial axes located within the cross-section.

[0044] Furthermore, referring to the illustration in Figure 5, it should be noted that the axis of the aircraft 20 in the forward-backward direction in the horizontal plane is generally defined as the roll axis, and the angle of rotation around the roll axis is called the roll angle. The axis of the aircraft 20 in the left-right direction in the horizontal plane is defined as the pitch axis, and the angle of rotation around the pitch axis is called the pitch angle. The axis of the aircraft 20 in the vertical direction in the vertical plane is defined as the yaw axis, and the angle of rotation around the yaw axis is called the yaw angle. Here, the forward direction can refer to the orientation of the optical axis of the camera lens mounted on the aircraft 20 in the horizontal plane; the backward and left-right directions can be deduced similarly.

[0045] Referring to the illustration in Figure 5, when the attitude adjustment device 10 is used on the aircraft 20, the x-axis can be parallel to the roll axis, the y-axis can coincide with the yaw axis, and the z-axis can be parallel to the pitch axis. Therefore, when the attitude adjustment device 10 is running, at least one attitude angle of the aircraft 20—roll, yaw, and pitch—can be adjusted.

[0046] In addition, in some embodiments, the y-axis and yaw axis can be de-coincident by adjusting the mounting position of the attitude adjustment device 10 relative to the aircraft 20, thereby enabling the adjustment of the yaw angle.

[0047] Optionally, referring to FIG6, there are multiple air passages 1011, and the exhaust ports of the multiple air passages 1011 face different directions.

[0048] Specifically, in one embodiment, as shown in FIG6, when there are multiple air passages 1011, the exhaust ports of each air passage 1011 are oriented in different directions. Accordingly, the airflow can generate reaction forces in different directions, driving the attitude adjustment device 10 to drive the aircraft 20 to rotate around at least one of the roll axis, pitch axis, and yaw axis.

[0049] Optionally, referring to Figures 6 and 7, the resultant force of the reaction forces of the airflows discharged from the plurality of exhaust ports forms a torque about the x-axis and / or the z-axis.

[0050] Specifically, in one embodiment, as illustrated in Figures 6 and 7, when there are multiple air ducts 1011, the guide 101 also has multiple exhaust ports. The resultant force of the reaction forces formed by the multiple airflows ejected from the multiple exhaust ports can be within the horizontal plane xoz. When the resultant force forms a torque about the x-axis, it can drive the aircraft 20 to roll about the roll axis, producing roll motion. When the resultant force forms a torque about the z-axis, it can drive the aircraft 20 to pitch about the pitch axis, producing pitch motion. If the resultant force forms torques about both the x-axis and z-axis simultaneously, it can drive the aircraft 20 to produce both roll and pitch motion.

[0051] Optionally, referring to Figures 6 and 7, the plurality of exhaust ports are distributed around the y-axis.

[0052] Specifically, in one embodiment, as shown in Figures 6 and 7, when there are multiple air passages 1011, correspondingly, multiple exhaust ports are distributed around the y-axis. When the airflow is ejected from the exhaust port, the direction of the reaction force intersects with the y-axis.

[0053] Optionally, the exhaust directions of the plurality of exhaust ports are coplanar.

[0054] Specifically, in one embodiment, the exhaust directions of the multiple exhaust ports can be in the same plane. For example, the plane formed by the exhaust directions of the multiple exhaust ports can be parallel to or coincide with the xoz plane shown in the figure, and the direction of the resultant force generated by each exhaust port is also parallel to or coincide with the xoz plane. Thus, this arrangement of exhaust ports can avoid the resultant force generating thrust on the z-axis, preventing lift turbulence of the aircraft 20.

[0055] Optionally, referring to Figures 3 and 6, the plurality of exhaust ports are evenly distributed around the y-axis.

[0056] Specifically, in one embodiment, as illustrated in Figures 3 and 6, multiple exhaust ports are evenly distributed around the y-axis, which ensures a balanced distribution of the reaction force and helps to make the attitude adjustment action more stable. For example, when there are three air passages 1011, three exhaust ports can be formed accordingly, and the three exhaust ports can be evenly distributed around the y-axis at an included angle of 120°.

[0057] Optionally, the resultant force of the reaction forces of the airflows discharged from the plurality of said exhaust ports passes through said y-axis.

[0058] Specifically, in one implementation, when the resultant force of the reaction forces of the airflows from multiple exhaust ports passes through the y-axis, this resultant force either changes the roll or pitch angle of the aircraft 20, or both. Since the resultant force passes through the y-axis, a torque about the y-axis cannot be generated. In this case, the change in the yaw angle of the aircraft 20 can be achieved by controlling the rotational speed of the propeller blades. When it is necessary to use the resultant force to control the yaw angle, the resultant force of the reaction forces of the airflows from the exhaust ports can be designed not to pass through the y-axis.

[0059] Optionally, the centerline of each of the exhaust ports along the airflow direction passes through the y-axis.

[0060] Specifically, in one embodiment, when the centerline of each exhaust port along the airflow direction passes through the y-axis, the airflow reaction force of the corresponding exhaust port passes through the y-axis, which means that the resultant force of all airflow reaction forces can pass through the y-axis, so as to achieve the adjustment of at least one attitude angle, such as roll angle and pitch angle.

[0061] Optionally, the number of air passages 1011 is one, and the reaction force of the airflow discharged from the exhaust port of the air passage 1011 forms a torque about the x-axis and / or the z-axis.

[0062] Specifically, in one embodiment, unlike the previous embodiment where there are multiple air passages 1011, when there is only one air passage 1011, by designing the shape and direction of the air passage 1011, the reaction force of the airflow discharged from the exhaust port forms a torque around at least one of the x-axis and z-axis, which can also drive the aircraft 20 to rotate around at least one of the roll axis and pitch axis, thereby achieving the purpose of attitude adjustment.

[0063] Optionally, referring to FIG3, each of the air passages 1011 has a first opening 1012 and a second opening 1013 that are connected, wherein one of the first opening 1012 and the second opening 1013 is an air inlet and the other is an air outlet.

[0064] Specifically, in one embodiment, as shown in FIG3, each air passage 1011 has a first opening 1012 and a second opening 1013 that are connected. The inlet through which airflow flows into the first opening 1012 and the second opening 1013 is the air inlet, and the outlet is the exhaust port. For example, referring to the illustration in FIG1, when the fan 103 and the guide member 101 are stacked and fixed along the y-axis shown in the figure, and the fan 103 is located above the guide member 101, blowing air downward into the air passage 1011, the opening facing upward and immediately adjacent to the fan 103 is the air inlet, and the opening located on the side of the guide member 101 is the exhaust port.

[0065] Furthermore, referring to the schematic diagram in Figure 1, it is easy to understand that if the fan 103 is replaced with an exhaust fan, the opening facing upward and adjacent to the fan 103 is the exhaust port, and the opening on the side of the guide 101 is the air inlet. In order to use the reaction force of the exhaust port to adjust the posture, the structure of the air passage 1011 can be further modified to avoid the exhaust direction of the exhaust port being along the y-axis.

[0066] Optionally, referring to FIG3, the flow guide 101 is provided with a groove, the groove including two opposing sidewalls 1011a and a bottom wall 1011b, the sidewalls 1011a and the bottom wall 1011b together forming the air passage 1011.

[0067] Specifically, in one embodiment, as shown in FIG3, a recessed groove structure can be formed on the guide member 101. The groove has two opposing sidewalls 1011a and a bottom wall 1011b located between the two sidewalls 1011a. For example, the top and side of the guide member 101 shown in FIG3 are simultaneously recessed inward to form a groove, so that the sidewalls 1011a and the bottom wall 1011b together form an air passage 1011. This air passage 1011 structure has a shorter airflow path and higher attitude adjustment sensitivity.

[0068] Optionally, referring to FIG3, at one end of the airway 1011, the two sidewalls 1011a and the bottom wall 1011b form the first opening 1012; at the other end of the airway 1011, the two sidewalls 1011a and the bottom wall 1011b form the second opening 1013.

[0069] Specifically, in one embodiment, as shown in FIG3, the sidewall 1011a can be two surfaces radially parallel to the guide member 101. The air passage 1011 formed by the sidewall 1011a and the bottom wall 1011b extends to the top of the guide member 101 to form a first opening 1012, and extends to the side of the guide member 101 to form a second opening 1013. Based on the description of the foregoing embodiments, it is readily understood that when the first opening 1012 is an air inlet, the second opening 1013 is an exhaust outlet, and when the first opening 1012 is an exhaust outlet, the second opening 1013 is an air inlet.

[0070] Optionally, referring to FIG3, at least the bottom wall 1011b is a curved surface.

[0071] Specifically, in one embodiment, as shown in FIG3, by designing at least the bottom wall 1011b as a smooth curved surface, airflow resistance can be reduced, energy loss of the attitude adjustment device can be reduced, and the working efficiency of the attitude adjustment device can be improved.

[0072] Optionally, the adjustment mechanism 102 can cooperate with the first opening 1012 and / or the second opening 1013 to adjust the size of the airflow.

[0073] Specifically, in one embodiment, the adjustment mechanism 102 of the present invention can be a mechanical module that works in conjunction with at least one of the first opening 1012 and the second opening 1013 to adjust the airflow size. The movement of the mechanical structure can be used to adjust the airflow size, which can reduce the complexity of electromagnetic compatibility design.

[0074] Optionally, the adjustment mechanism 102 can change the opening size of the first opening 1012 and / or the second opening 1013 to adjust the flow area of ​​the air passage 1011.

[0075] Specifically, in one embodiment, the adjusting mechanism 102 can adjust the size of at least one of the first opening 1012 and the second opening 1013, thereby changing the flow area of ​​the air passage 1011 and thus altering the airflow magnitude. For example, when the size of the first opening 1012 is fixed, the adjusting mechanism 102 can change the size of the second opening 1013. When the second opening 1013 is larger, the flow area of ​​the air passage 1011 is larger; when the second opening 1013 is smaller, the flow area of ​​the air passage 1011 is smaller. Thus, the airflow magnitude ejected from the air passage 1011 can be adjusted, generating different reaction forces.

[0076] Optionally, referring to FIG3, the adjustment mechanism 102 includes an adjustment member 1021 that is movable relative to the guide member 101. The adjustment member 1021 is movable relative to the first opening 1012 and / or the second opening 1013 to change the size of the corresponding opening.

[0077] Specifically, in one embodiment, as shown in FIG3, the adjustment mechanism 102 of the present invention includes an adjustment member 1021, which is movably connected to the guide member 101 and can move relative to the guide member 101. When the adjustment member 1021 moves to different positions, it can form different degrees of obstruction on the opening of the airway 1011, thereby changing the size of the corresponding opening.

[0078] In practical applications, when the adjusting element 1021 is a plate-shaped valve plate, it can translate relative to the flow guide 101. When the adjusting element 1021 is a ball valve core with a through hole, it can rotate relative to the flow guide 101.

[0079] Optionally, referring to FIG3, the adjustment mechanism 102 further includes a drive member 1022, which drives the adjustment member 1021 to move.

[0080] Specifically, in one embodiment, as shown in FIG3, the adjustment mechanism 102 of this embodiment further includes a drive member 1022. The drive member 1022 can be a drive motor, which is connected to the adjustment member 1021 through a transmission component such as a gear or linkage mechanism, thereby automatically driving the adjustment member 1021 to move. In addition, in some embodiments, the number of drive members 1022 can be the same as the number of adjustment members 1021, with each drive member 1022 correspondingly connected to one adjustment member 1021, realizing one-to-one targeted driving, and independently and accurately adjusting the airflow of each airway 1011. As shown in FIG4, when there are three airways 1011, there are also three drive members 1022 and three adjustment members 1021 that cooperate with the airways 1011, with each drive member 1022 moving in the airway 1011 with one adjustment member 1021. The drive unit 1022 can be a thin external rotor motor. Three motors are stacked together to save horizontal space. The rotor of the drive unit 1022 is fixed to the corresponding adjustment unit 1021 through the outwardly extending connection part, which drives the corresponding adjustment unit 1021 to move.

[0081] Optionally, referring to Figures 7 and 8, the driving member 1022 drives the adjusting member 1021 to translate between a first position and a second position. The first position is the position where the flow area of ​​the air passage 1011 is zero, and the second position is the position where the flow area of ​​the air passage 1011 is at its maximum.

[0082] Specifically, in one embodiment, as shown in Figures 7 and 8, taking the adjusting member 1021 as a valve plate as an example, the adjusting member 1021 can be embedded in the side wall 1011a of the air passage 1011. The driving member 1022 drives the adjusting member 1021 to move horizontally and vertically within the side wall 1011a. When the adjusting member 1021 moves to the first position shown in Figure 7, the adjusting member 1021 completely blocks the air passage 1011, and the flow area of ​​the air passage 1011 is zero. When the adjusting member 1021 moves to the second position shown in Figure 8, the adjusting member 1021 completely opens the air passage 1011, and the flow area of ​​the air passage 1011 is at its maximum. Of course, the adjusting member 1021 can also remain at any position between the first and second positions under the drive of the driving member 1022.

[0083] In this attitude adjustment device, the driving component 1022 drives the adjusting component 1021 to translate to different positions, which can change the flow area of ​​the air passage 1011, thereby adjusting the airflow size to change the reaction force.

[0084] Optionally, the adjustment mechanism 102 can cooperate with the fan 103 to adjust the airflow size.

[0085] Specifically, in one embodiment, the adjustment mechanism 102 of the present invention can also cooperate with the fan 103 to control the operation of the fan 103 so that the airflow generated by the fan 103 changes.

[0086] Optionally, the adjustment mechanism 102 is coupled to the fan 103 and is used to control the wind force of the fan 103 to adjust the airflow.

[0087] Specifically, in one embodiment, the regulating mechanism 102 can be an electronic speed controller. The regulating mechanism 102 can be electrically coupled to the fan 103. By controlling the speed of the fan 103, the wind force of the fan 103 can be changed, thereby adjusting the airflow.

[0088] Optionally, referring to FIG6, the airflow direction of the exhaust ports of the plurality of air passages 1011 forms a preset angle with the longitudinal fuselage plane of the aircraft 20 corresponding to the exhaust ports of the plurality of air passages 1011, and the preset angle is greater than 0°.

[0089] Specifically, in one embodiment, as shown in FIG6, which is a top view of the attitude adjustment device 10 of the present invention installed on the aircraft 20, the airflow directions of the exhaust ports of the plurality of air ducts 1011 are a, b, and c, respectively. The longitudinal fuselage plane of the aircraft 20 (as indicated by the dotted line L in the figure) refers to the longitudinal plane from the top to the bottom of the aircraft 20, and the y-axis is located in the longitudinal fuselage plane. For example, the longitudinal fuselage plane can be the xoy plane shown in the figure. The different airflow directions a, b, and c each form a preset angle α, β, and γ greater than 0° with the longitudinal fuselage plane.

[0090] Optionally, referring to FIG6, the airway 1011 includes a first airway 10111, a second airway 10112 and a third airway 10113;

[0091] The center line of the exhaust port of the first air passage 10111 along the airflow direction forms a first angle with the xoy plane, the center line of the exhaust port of the second air passage 10112 along the airflow direction forms a second angle with the xoy plane, and the center line of the exhaust port of the third air passage 10113 along the airflow direction is located in the xoy plane.

[0092] Specifically, in one embodiment, as shown in FIG6, the attitude adjustment device of the present invention may include three air channels, namely a first air channel 10111, a second air channel 10112 and a third air channel 10113, the three air channels 1011 being arranged around the y-axis of the guide member 101.

[0093] Referring to the diagrams in Figures 3 to 6, the centerline of the exhaust port of the first airway 10111 along the airflow direction forms a first angle with the xoy plane, and the centerline of the exhaust port of the second airway 10112 along the airflow direction forms a second angle with the xoy plane. The resultant force of the airflow reaction forces of the two airways lies within the xoy plane. Furthermore, the centerline of the exhaust port of the third airway 10113 along the airflow direction lies within the xoy plane, and its airflow reaction force also lies within the xoy plane. Therefore, the resultant force of the airflow reaction forces of the three airways 1011 passes through the y-axis.

[0094] Optionally, both the first included angle and the second included angle are 60°.

[0095] Specifically, in one embodiment of the present invention, the first air passage 10111 and the second air passage 10112 can be mirror-symmetrical about the xoy plane, and the center line of the exhaust port of the third air passage 10113 along the airflow direction is located in the xoy plane. Therefore, the three air passages 1011 are evenly distributed around the y-axis at intervals of 120°, and correspondingly, the first included angle and the second included angle are both 60°.

[0096] Optionally, the centerline of the air inlet of the air passage 1011 along the airflow direction is parallel to the y-axis.

[0097] Specifically, in one embodiment of the present invention, when the center line of the air inlet of the air duct 1011 is designed to be parallel to the y-axis along the airflow direction, the airflow flows in in a direction parallel to the y-axis. Compared with other directions, it is less likely to interfere with the attitude control process of the aircraft 20, and can prevent the aircraft 20 from going out of control.

[0098] Optionally, when the attitude adjustment device 10 is used for the aircraft 20, the exhaust port of the air duct 1011 is offset relative to the center of gravity of the aircraft 20.

[0099] Specifically, in one embodiment of the present invention, the attitude adjustment device 10 can be installed offset relative to the center of gravity of the aircraft 20 to ensure that the attitude adjustment device 10 can generate effective torque, making attitude adjustment more efficient and sensitive.

[0100] Optionally, the exhaust port is located on the top of the aircraft 20.

[0101] Specifically, in one embodiment of the present invention, the center of gravity of the aircraft 20 is located at the middle position in the y-axis direction. At this time, the attitude adjustment device 10 can be installed and fixed on the top of the aircraft 20, and the exhaust port 1011 is located on the top of the aircraft 20. The lever arm formed between the exhaust port 1011 and the center of gravity of the aircraft 20 is relatively long. When the same torque needs to be generated, with such a layout structure, the attitude adjustment device 10 only needs to output a small reaction force, which saves more energy consumption of the aircraft 20 and helps to improve its endurance.

[0102] Referring to FIG2, an embodiment of the present invention also provides an aircraft 20, the aircraft including the attitude adjustment device 10 described in any of the foregoing embodiments.

[0103] Specifically, the attitude adjustment device 10 in this embodiment of the invention can be used in conjunction with the aircraft 20 to adjust the flight attitude of the aircraft 20. This attitude adjustment device 10, designed and manufactured using aerodynamic principles, eliminates the need for complex assembly of multiple parts, resulting in a simpler structure. It also eliminates the need for additional sensors or other components, simplifying the control logic. Overall, this reduces the cost of the attitude adjustment device 10, simplifies user operation, makes attitude adjustment more convenient, improves the efficiency of aircraft attitude adjustment, and enhances the user's operating experience.

[0104] Optionally, referring to FIG2, the aircraft 20 includes a fuselage body 201, and the attitude adjustment device 10 is fixed to the top of the fuselage body 201.

[0105] Specifically, as shown in Figure 2, in this embodiment of the invention, the aircraft 20 includes a fuselage body 201, which is mainly used to install and connect the battery, propeller blades, and payload components for performing functions such as photography. When the aforementioned attitude adjustment device 10 is fixed to the top of the fuselage body 201, the lever arm can be maximized, which helps to generate the same torque effect through a smaller airflow reaction force, thus saving more energy.

[0106] Optionally, referring to FIG5, when the aircraft 20 is in hover mode, the fuselage body 201 maintains a vertical attitude relative to the ground.

[0107] Specifically, as shown in Figure 5, in this embodiment of the invention, the aircraft 20 can be a columnar structure. When the aircraft 20 is in hovering mode, the axis of the columnar structure is located in the direction of a plumb bob, and the aircraft 20 is in a vertically suspended posture.

[0108] Optionally, referring to FIG5, the aircraft 20 further includes a first auxiliary blade 202 and a second auxiliary blade 203;

[0109] Along the longitudinal extension direction of the fuselage body 201, the first auxiliary blade 202 and the second auxiliary blade 203 are arranged at intervals.

[0110] Specifically, as shown in Figure 5, in this embodiment of the invention, the aircraft 20 further includes a first auxiliary rotor blade 202 and a second auxiliary rotor blade 203. The two blades of the first auxiliary rotor blade 202 are arranged along one axis, and the two blades of the second auxiliary rotor blade 203 are arranged along another axis. Furthermore, along the longitudinal extension direction of the fuselage body 201 (as shown by the y-axis in the figure), the first auxiliary rotor blade 202 and the second auxiliary rotor blade 203 are spaced apart, forming a double-layer rotor blade structure. The first auxiliary rotor blade 202 and the second auxiliary rotor blade 203 together provide lift for the ascent of the aircraft 20.

[0111] Optionally, referring to FIG2, the first auxiliary blade 202 and the second auxiliary blade 203 are foldable relative to the fuselage body 201.

[0112] Specifically, as shown in Figure 2, in this embodiment of the invention, the first secondary propeller 202 and the second secondary propeller 203 can be foldably connected to the fuselage body 201 using a hinge mechanism, thereby improving the storage convenience of the aircraft 20.

[0113] Optionally, the first auxiliary blade 202 and the second auxiliary blade 203 have opposite rotation directions.

[0114] Specifically, in this embodiment of the invention, when the first blade 202 and the second blade 203 rotate in opposite directions, the differential rotation of the upper and lower blades can be controlled to adjust the yaw angle. For example, by increasing the rotational speed of the clockwise blade and decreasing the rotational speed of the counterclockwise blade while maintaining a constant total lift, the counter-clockwise torque is greater than the clockwise torque, causing the entire machine to rotate counterclockwise, thus achieving yaw control.

[0115] Optionally, along the longitudinal extension direction of the fuselage body 201, the first auxiliary blade 202 and the second auxiliary blade 203 are disposed near the middle of the fuselage body 201.

[0116] Specifically, as shown in Figure 5, in this embodiment of the invention, the first secondary blade 202 and the second secondary blade 203 are both located near the middle region of the longitudinal extension direction of the fuselage body 201, thereby freeing up space at the top for the installation of the attitude adjustment device 10, while ensuring that the attitude adjustment device 10 has a large lever arm relative to the middle of the fuselage body 201.

[0117] The device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs. Those skilled in the art can understand and implement this without any creative effort.

[0118] The terms "an embodiment," "embodiment," or "one or more embodiments" as used herein mean that a particular feature, structure, or characteristic described in connection with an embodiment is included in at least one embodiment of the invention. Furthermore, please note that the examples of the phrase "in one embodiment" do not necessarily all refer to the same embodiment.

[0119] Numerous specific details are set forth in the specification provided herein. However, it will be understood that embodiments of the invention may be practiced without these specific details. In some instances, well-known methods, structures, and techniques have not been shown in detail so as not to obscure the understanding of this specification.

[0120] In the claims, any reference signs placed between parentheses should not be construed as limiting the claims. The word "comprising" does not exclude the presence of elements or steps not listed in the claims. The word "a" or "an" preceding an element does not exclude the presence of a plurality of such elements. The invention can be implemented by means of hardware comprising a plurality of different elements and by means of a suitably programmed computer. In a unit claim enumerating a plurality of means, several of these means may be embodied by the same item of hardware. The use of the words first, second, and third, etc., does not indicate any order. These words may be interpreted as names.

[0121] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention 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 of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A posture adjustment device, characterized by, The attitude adjusting device is used for adjusting the attitude of the aircraft, and comprises: a flow guide member provided with air passages capable of being used for air flow; an adjusting mechanism capable of cooperating with the flow guide member so that the adjusting mechanism can be used for adjusting the size of the air flow, and the size of the air flow can be used for adjusting the attitude of the aircraft.

2. The attitude adjustment device of claim 1, wherein The attitude adjusting device further comprises a fan fixedly connected with the flow guide member, and the fan is used for blowing or sucking air flow into or out of the air passages.

3. The attitude adjustment device of claim 2, wherein, The number of the air passages is not less than one, and the number of the fans is one, and the air flow of each air passage comes from one fan.

4. The attitude adjustment device of claim 2, wherein, The number of the air passages is multiple, and the number of the fans is the same as the number of the air passages, and the fans are arranged one by one corresponding to the air passages.

5. The attitude adjustment device of claim 1, wherein, The air flow comes from the power blades of the aircraft.

6. The attitude adjustment device of claim 1, wherein, The flow guide member has mutually orthogonal x-axis, y-axis and z-axis. When the attitude adjusting device is used for the aircraft, the x-axis is parallel to the roll axis of the aircraft, the y-axis is coincident with the yaw axis of the aircraft, and the z-axis is parallel to the pitch axis of the aircraft.

7. The attitude adjustment device of claim 6, wherein, The number of the air passages is multiple, and the exhaust ports of the multiple air passages are directed in different directions.

8. The attitude adjustment device of claim 7, wherein, The resultant force of the reaction forces of the air flows discharged from the multiple exhaust ports forms a moment around the x-axis and / or the z-axis.

9. The attitude adjustment device of claim 8, wherein, The multiple exhaust ports are distributed around the y-axis.

10. The attitude adjustment device of claim 9, wherein, The exhaust directions of the multiple exhaust ports are coplanar.

11. The attitude adjustment device of claim 9, wherein, The multiple exhaust ports are uniformly distributed around the y-axis.

12. The attitude adjustment device of claim 7, wherein, The resultant force of the reaction forces of the air flows discharged from the multiple exhaust ports passes through the y-axis.

13. The attitude adjustment device of claim 12, wherein, The center line of each exhaust port in the air flow direction passes through the y-axis.

14. The attitude adjustment device of claim 6, wherein, The number of the air passages is one, and the reaction force of the air flow discharged from the exhaust port of the air passage forms a moment around the x-axis and / or the z-axis.

15. The attitude adjustment device of claim 1, wherein, Each air passage has a first opening and a second opening in communication, one of the first opening and the second opening is an air inlet, and the other is an exhaust port.

16. The attitude adjustment device of claim 15, wherein, The flow guide member is provided with a groove comprising two opposite side walls and a bottom wall, and the side walls and the bottom wall jointly form the air passage.

17. The attitude adjustment device of claim 16, wherein, At one end of the air passage, the two side walls and the bottom wall form the first opening; and at the other end of the air passage, the two side walls and the bottom wall form the second opening.

18. The attitude adjustment device of claim 16, wherein, At least the bottom wall is curved.

19. The attitude adjustment device of claim 15, wherein, The adjusting mechanism can cooperate with the first opening and / or the second opening to adjust the size of the air flow.

20. The attitude adjustment device of claim 19, wherein, The adjusting mechanism can change the opening size of the first opening and / or the second opening to adjust the flow area of the air passage.

21. The attitude adjustment device of claim 20, wherein, The adjusting mechanism comprises an adjusting member capable of moving relative to the flow guide member, and the adjusting member can move relative to the first opening and / or the second opening to change the size of the corresponding opening.

22. The attitude adjustment device of claim 21, wherein, The adjusting mechanism further comprises a driving member for driving the adjusting member to move.

23. The attitude adjustment device of claim 22, wherein, The driving member drives the adjusting member to move in translation between a first position, in which the airflow area of the air passage is zero, and a second position, in which the airflow area of the air passage is maximum.

24. The attitude adjustment device of claim 2, wherein, The adjusting mechanism is capable of cooperating with the fan to adjust the size of the airflow.

25. The attitude adjustment device of claim 24, wherein, The adjusting mechanism is coupled with the fan to control the wind power of the fan, so as to adjust the size of the airflow.

26. The attitude adjustment device of claim 7, wherein, The directions of the airflow passing through the exhaust outlets of the air passages form a preset angle with the longitudinal fuselage plane of the aircraft, and the preset angle is greater than 0°.

27. The attitude adjustment device of claim 26, wherein, The air passage comprises a first air passage, a second air passage and a third air passage. The center line of the exhaust outlet of the first air passage along the airflow direction forms a first angle with the xoy plane, the center line of the exhaust outlet of the second air passage along the airflow direction forms a second angle with the xoy plane, and the center line of the exhaust outlet of the third air passage along the airflow direction is located in the xoy plane.

28. The attitude adjustment device of claim 27, wherein, The first angle and the second angle are both 60°.

29. The attitude adjustment device of claim 7, wherein, The center line of the air inlet of the air passage along the airflow direction is parallel to the y-axis.

30. The attitude adjustment device of claim 1, wherein, When the attitude adjusting device is used for the aircraft, the exhaust outlet of the air passage is arranged offset relative to the center of gravity of the aircraft.

31. The attitude adjustment device of claim 30, wherein, The exhaust outlet is arranged on the top of the aircraft.

32. An aircraft characterized by, The aircraft comprises the attitude adjusting device according to any one of claims 1 to 31.

33. The aircraft of claim 32, wherein, The aircraft comprises a fuselage body, and the attitude adjusting device is fixed to the top of the fuselage body.

34. The aircraft of claim 33, wherein, When the aircraft is in a hovering mode, the fuselage body keeps a vertical attitude relative to the ground.

35. The aircraft of claim 32, wherein, The aircraft further comprises a first auxiliary propeller and a second auxiliary propeller. The first auxiliary propeller and the second auxiliary propeller are arranged in a spaced manner along the longitudinal extension direction of the fuselage body.

36. The aircraft of claim 35, wherein, The first auxiliary propeller and the second auxiliary propeller are foldable relative to the fuselage body.

37. The aircraft of claim 35, wherein, The first auxiliary propeller and the second auxiliary propeller rotate in opposite directions.

38. The aircraft of claim 35, wherein, The first auxiliary propeller and the second auxiliary propeller are arranged close to the middle part of the fuselage body along the longitudinal extension direction of the fuselage body.

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