CN207000816U - Reinforced flying unit and aircraft - Google Patents

Abstract

The application discloses a reinforced flying unit and an aircraft using the flying unit. The flight unit includes: a flight frame; a rotor mounted on the flight frame; a rudder paddle mounted on the flight frame and cooperating with the rotor to provide aircraft force; wherein, the flight frame also includes; an annular wall; The middle column; one end is connected to the annular wall, and the other end is connected to the rod-shaped rib of the middle column, so that when an impact occurs, the rib can prevent the flight frame from being damaged due to impact, so the service life of the flight unit is long.

Description

Reinforced flight units and aircraft

technical field

The present application relates to a flight unit and an aircraft using the flight unit.

Background technique

The aircraft involved in this application is a rotor-type aircraft. The rotorcraft includes a pair of flying units. The flight unit includes: a flight frame; a rotor installed on the flight frame; a rudder propeller installed on the flight frame and cooperating with the rotor to provide force for the aircraft.

In the process of testing the impact resistance of the aircraft, the following problems were found:

When carrying out the impact resistance test of collision or falling, the flight frame, as a component to protect the rotor and rudder blade, is prone to breakage, which affects the life of the flight unit.

Therefore, it is necessary to provide a technical solution with good impact resistance.

Utility model content

An embodiment of the present application provides a reinforced flight unit, including:

flying frame;

Rotor mounted on the flight frame;

The rudder propeller that is installed on the flight frame and cooperates with the rotor to provide the propulsion of the aircraft;

Wherein, the flying frame also includes;

ring wall;

an intermediate column disposed in the hollow portion surrounded by the annular wall;

One end is connected to the annular wall, and the other end is connected to the rod-shaped reinforcing rib of the middle column.

Further, the reinforcing rib is in a convex arc shape.

Further, the vertical height of the end of the rib connected to the annular wall is higher than the vertical height of the end connected to the intermediate column.

Further, the annular wall has an axial depth, and the reinforcing rib is connected to a middle position in the axial depth of the annular wall.

Further, there are three reinforcing ribs, which are evenly distributed on the circumference of the annular wall.

Further, the present application also provides an aircraft using a reinforced flight unit, including:

main matrix;

The flight module installed on the main base;

The functional module installed on the main base is used to control the working state of the flight module;

Wherein, the flight module includes at least one pair of flight units;

Each flight unit includes:

flying frame;

Rotor mounted on the flight frame;

The rudder propeller that is installed on the flight frame and cooperates with the rotor to provide the propulsion of the aircraft;

Wherein, the flying frame also includes;

ring wall;

an intermediate column disposed in the hollow portion surrounded by the annular wall;

One end is connected to the annular wall, and the other end is connected to the rod-shaped reinforcing rib of the middle column.

Further, the reinforcing rib is in a convex arc shape.

Further, the vertical height of the end of the rib connected to the annular wall is higher than the vertical height of the end connected to the intermediate column.

Further, the annular wall has an axial depth, and the reinforcing rib is connected to a middle position in the axial depth of the annular wall.

Further, there are three reinforcing ribs, which are evenly distributed on the circumference of the annular wall.

The reinforced flight unit and aircraft provided in the embodiments of the present application have at least the following beneficial effects:

When a collision occurs, the reinforcing ribs can prevent the flight frame from being damaged due to the impact, thereby improving the impact resistance of the flight unit and the aircraft and prolonging the service life.

Description of drawings

The drawings described here are used to provide a further understanding of the application and constitute a part of the application. The schematic embodiments and descriptions of the application are used to explain the application and do not constitute an improper limitation to the application. In the attached picture:

Fig. 1 is a schematic diagram of the vertical motion of a quadrotor aircraft in the prior art.

Fig. 2 is a schematic diagram of the pitching motion of a quadrotor aircraft in the prior art.

Fig. 3 is a schematic diagram of the yaw motion of the quadrotor aircraft in the prior art.

Fig. 4 is a schematic diagram of the horizontal motion of the quadrotor aircraft in the prior art.

FIG. 5 is a schematic structural diagram of the aircraft provided by the present application.

Fig. 6 is a schematic structural diagram of the flight module of the aircraft provided by the application.

Fig. 7 is a structural schematic diagram of another angle of the flight module of the aircraft provided by the application.

Fig. 8 is a structural schematic view of the third angle of the flight module of the aircraft provided by the application.

detailed description

In order to make the purpose, technical solution and advantages of the present application clearer, the technical solution of the present application will be clearly and completely described below in conjunction with specific embodiments of the present application and corresponding drawings. Apparently, the described embodiments are only some of the embodiments of the present application, rather than all the embodiments. Based on the embodiments in this application, all other embodiments obtained by persons of ordinary skill in the art without making creative efforts belong to the scope of protection of this application.

Embodiments of the present invention are described in detail below, examples of which are shown in the drawings, wherein the same or similar reference numerals designate the same or similar elements or elements having the same or similar functions throughout. The embodiments described below by referring to the figures are exemplary only for explaining the present invention and should not be construed as limiting the present invention.

In describing the present invention, it should be understood that the terms "longitudinal", "transverse", "upper", "lower", "front", "rear", "left", "right", "vertical", The orientation or positional relationship indicated by "horizontal", "top", "bottom", "inner", "outer", etc. are based on the orientation or positional relationship shown in the drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than Nothing indicating or implying that a referenced device or element must have a particular orientation, be constructed, and operate in a particular orientation should therefore not be construed as limiting the invention.

In the description of the present invention, unless otherwise specified and limited, it should be noted that the terms "installation", "connection" and "connection" should be understood in a broad sense, for example, it can be mechanical connection or electrical connection, or two The internal communication of each element may be directly connected or indirectly connected through an intermediary. Those skilled in the art can understand the specific meanings of the above terms according to specific situations.

Common aircraft are usually divided into fixed-wing aircraft, helicopter aircraft and multi-rotor aircraft.

Fixed-wing aircraft require an open field. For example, a fixed site such as a dedicated runway is required.

The main rotor of the helicopter is used to provide the lift of the aircraft. The tail rotor is used to counteract the reactive torque produced by the main rotor to provide lift. The driver tilts the main rotor by operating the joystick, so that the direction of the pulling force of the main rotor is tilted, and then the aircraft moves forward and backward or sideways. The pilot control of the helicopter is very difficult.

Multirotor aircraft are usually quadrotor aircraft. The four rotors are symmetrically distributed in the front, rear, left and right directions of the body. The four rotors are at the same height plane, and the structures and radii of the four rotors are the same, and the four motors are symmetrically installed on the bracket end of the aircraft. The flight control computer and external equipment are placed in the middle space of the bracket.

The quadrotor aircraft changes the rotation speed of the rotor by adjusting the rotation speed of the four motors to realize the change of the lift force, thereby controlling the attitude and position of the aircraft.

The quadrotor aircraft mainly has the following motion states:

Vertical movement:

Please refer to Figure 1, increase the output power of the four motors at the same time, and the increase in the rotor speed will increase the total pulling force. When the total pulling force is enough to overcome the weight of the whole machine, the quadrotor will rise vertically from the ground; otherwise, the output power of the four motors will be reduced at the same time, and the quadrotor will descend vertically until it lands in balance. Vertical movement along the z-axis is achieved. When the external disturbance is zero and the lift generated by the rotor is equal to the weight of the aircraft, the aircraft will remain in a hovering state.

Pitch motion:

Please refer to Figure 2, the speed of motor 1 increases, the speed of motor 3 decreases (the amount of change should be equal), and the speed of motor 2 and motor 4 remains unchanged. As the lift of rotor 1 increases and the lift of rotor 3 decreases, the resulting unbalanced moment causes the fuselage to rotate around the y-axis. Similarly, when the speed of motor 1 decreases and the speed of motor 3 rises, the fuselage will rotate around the y-axis in another direction to realize the pitching motion of the aircraft. The situation of the aircraft rotating around the x-axis is similar to the situation of the aircraft rotating around the y-axis, and will not be repeated here.

Yaw movement:

During the rotation of the rotor, due to the effect of air resistance, a counter torque opposite to the direction of rotation will be formed. In order to overcome the influence of anti-torque, two of the four rotors can be rotated forward and two reversed, and the rotation direction of each rotor on the diagonal is the same. The magnitude of the counter torque is related to the rotational speed of the rotors. When the rotational speeds of the four motors are the same, the counter torques generated by the four rotors are mutually balanced, and the quadrotor aircraft does not rotate; when the rotational speeds of the four motors are not exactly the same, the unbalanced counter torque will Causes the quadrotor to turn. In Fig. 3, when the rotating speed of motor 1 and motor 3 increases, and the rotating speed of motor 2 and motor 4 decreases, the reaction torque of rotor 1 and rotor 3 to the fuselage is greater than that of rotor 2 and rotor 4 to the fuselage, and the rotor 1 and rotor 3 react to the fuselage. The body rotates around the z-axis under the action of surplus counter torque to realize the yaw motion of the aircraft, and the steering is opposite to that of the motor 1 and the motor 3.

Horizontal movement:

In order to realize the movement of the aircraft back and forth, left and right in the horizontal plane, a certain force must be applied to the aircraft in the horizontal plane. In Figure 4, increase the speed of motor 3 to increase the pulling force, reduce the speed of motor 1 accordingly to reduce the pulling force, while keeping the speed of the other two motors unchanged, the counter torque should still be balanced. According to the illustration in Fig. 2, the aircraft first tilts to a certain degree, so that the rotor pull produces a horizontal component, so the forward flight movement of the aircraft can be realized. The situation of the aircraft flying backward, left, and right is similar to that of the aircraft flying forward, and will not be repeated here.

As shown in FIG. 5 , it is a schematic structural diagram of an aircraft 100 provided in this application. The aircraft 100 includes a main base 11 , a flight module 12 installed on the main base 11 , and a functional module 13 installed on the main base 11 to control the working state of the flight module 12 .

The aircraft 100 here usually appears in the form of a drone, and is used for aerial photography, providing a virtual reality perspective, or transporting items with a small mass. For ease of understanding, here only the aircraft 100 providing the virtual reality perspective function is taken as an example for illustration.

The specific form of the aircraft 100 here usually appears in the form of a rotorcraft 100 , however, fixed-wing aircraft 100 , helicopter aircraft 100 , and even aircraft 100 using thermal lift-off are not excluded. For ease of understanding, the dual-rotor aircraft 100 is used as an example for illustration.

It should be noted that the specific application functions and specific appearance forms of the aircraft 100 here should not be construed as limiting the substantive protection scope of the present application.

The main base 11 is used to provide the structure of the aircraft 100 , and other devices, mechanisms, components or parts of the aircraft 100 can be installed therein. The main base 11 can provide installation positions for the functional module 13 and the flight module 12 and protect the functional module 13 and the flight module 12 . The inside of the main base 11 is hollowed out so as to install the functional module 13 and the flight module 12 .

The main base 11 can be manufactured by various techniques. For example, injection molding, casting, mechanical cutting processing, etc. can be used. In the specific embodiment provided in this application, the main base 11 can be integrally formed by plastic injection molding. Of course, two half-shells coupled to each other can also be injection-molded, and then the two half-shells are assembled to form the main base 11 . Of course, for some special parts of the main base 11 , they can also be integrally molded by individual injection molding, and then assembled to the corresponding positions of the two half-shells by means of installation to form a complete main base 11 . For the outer surface of the main base 11, processes such as polishing and coating can be used to reduce wind resistance.

Referring to FIG. 6 , the flight module 12 is used to provide power for the aircraft 100 . The flight module 12 here refers to at least a pair of rotors 121 included in the aircraft 100 and a rudder blade 122 matched with the rotors 121 . Specifically, it may be a dual-rotor aircraft 100 with only a pair of rotors 121 and a rudder 122 matched with the rotor 121, or a pair of rotors 121 and a rudder 122 matched with the rotor 121 may be used as a part of the power supply source . For example, the dual-rotor aircraft 100, or a fixed-wing aircraft or helicopter using a pair of rotors 121 and rudder blades 122 matched with the rotors 121, does not even exclude aircraft that use thermal lift-off.

The diameters of the pair of rotor blades 121 here can be the same or different. For the convenience of control, or the control algorithm of the aircraft 100 is simple, the pair of rotors 121 here can be set to have the same diameter. Of course, the pair of rotors 121 can be configured to be interchangeable, that is to say, the rotors 121 are identical in shape, structure, and size.

Please refer to FIG. 6 to FIG. 8 , the flight module 12 may include two flight units. A flight unit includes the above-mentioned rotor 121 , a rudder propeller 122 , a flight frame 124 , a rotor motor 123 , and a rudder propeller motor 125 .

The rotor 121 may be composed of a central cylinder 1211 and blades 1212 extending outward from the central cylinder 1211 . The central cylinder 1211 has an axial end surface, and the blades 1212 are inclined relative to the axial end surface, so that when the blades 1212 rotate, the reverse force of the air provides the axial lift force of the blades 1212 . Multiple blades 1212 can be provided to improve lift. The rotor 121 can be integrally formed by injection molding of common plastic materials. It can also be casted from light alloy materials with good fatigue resistance according to needs.

The rotor 121 is driven by a rotor motor 123 . The stator or rotor of the rotor motor 123 is mechanically fitted and fixed with the central cylinder 1211 of the rotor 121 . Correspondingly, the rotor or stator of the rotor motor 123 is mechanically fitted and fixed with the flying frame 124 . The rotor motor 123 can drive the rotor 121 to rotate relative to the flying frame 124 . The blades 1212 of the rotor 121 squeeze the air, and the air exerts a reverse force on the blades 1212 . The opposing force provides lift in the axial direction of the blades 1212 . Rotor motor 123 can use common motor, also can use brushless motor as required.

The flying frame 124 includes an annular wall 1241 surrounding the rotor 121 , and a reinforcing rib 1242 extending from the annular wall 1241 to the middle of the flying frame 124 . A plurality of converging ribs 1242 form an intermediate column 1243 at the converging portion. Alternatively, the flying frame 124 may be provided with a middle column 1243 , and the reinforcing rib 1242 overlaps the middle column 1243 to improve the firmness of the flying frame 124 . Center post 1243 may be locked with the stator of rotor motor 123 . The central column 1243 is coaxial with the axis of the rotor motor 123 . In the embodiment provided in the present application, in order to improve the impact resistance of the reinforcing rib 1242, the reinforcing rib 1242 is arc-shaped. More specifically, one end of the reinforcing rib 1242 is connected to the annular wall 1241 , and the other end is connected to the middle column 1243 , and the arc-shaped reinforcing rib 1242 protrudes toward the middle column 1243 . The vertical height of the end of the rib 1242 connected to the annular wall 1241 is higher than the vertical height of the end connected to the middle column 1243 . The annular wall 1241 has an axial depth, and the reinforcing rib 1242 is connected to the middle position of the axial depth of the annular wall 1241 . When the aircraft 100 collides, the impact force is dispersed on the arc-shaped ribs 1242 , so that the ribs 1242 are not easily broken. In this application, three reinforcing ribs 1242 may be evenly arranged on the circumference. An included angle of 120 degrees is formed between every two reinforcing ribs 1242 .

The rudder paddle 122 is rotatably disposed on the flying frame 124 . The flying frame 124 is provided with a sleeve 1244 transverse to the radial direction. The rudder paddle 122 is fixed on the bushing 1244 and can rotate with the bushing 1244 relative to the flying frame 124 . The rudder paddle 122 and the bushing 1244 can be integrally injection molded, or can be manufactured separately, and then the rudder paddle 122 is fixed to the bushing 1244 by means of welding or bonding. In order to improve the strength of the sleeve 1244, the sleeve 1244 can be made of carbon fiber. The carbon fiber tube is hollow to accommodate the wires. The wires for powering the rotor motor 123 are housed in the bushing 1244 . An opening is opened at a proper position in the middle of the casing 1244 so that the lead wire is electrically connected with the rotor motor 123 to supply power to the rotor motor 123 .

The rudder paddle 122 is driven by a rudder paddle motor 125 . In the specific implementation manner provided in this application, the sleeve 1244 can be socketed with the first gear 1245 . The rudder motor 125 is socketed with the second gear 1246 . The first gear 1245 and the second gear 1246 mesh with each other. Thus, the rudder paddle 122 can be driven by the rudder paddle motor 125 .

The lift of the flight unit can be provided by the rotor 121 , and the propulsion of the flight unit can be provided by the cooperation of the rotor 121 and the rudder 122 . In order to design a qualified flight unit, it is necessary to test and experiment with the flight unit. The depth of the flying frame 124 will bring about different performances of the flying units. More specifically, the space formed by the annular wall 1241 of the flying frame 124 is generally called a wind tunnel or a culvert. The axial depth of the wind tunnel or culvert affects the flight performance of the aircraft 100 . Hereinafter, the wind tunnel is collectively referred to as the covering space of the flying frame 124 . In order to test the influence of wind tunnels with different depths on the performance of the aircraft 100 , it is usually necessary to design annular walls 1241 with different depths, then design corresponding molds, and finally, inject the annular walls 1241 with different depths. In order to reduce testing and experiment costs, further, in a preferred embodiment provided by the present application, the flying frame 124 includes a dome located in the ring wall 1241 and at the middle position of the ring wall 1241, the ring wall 1241 and the dome Ribs 1242 are erected between them, wherein the annular wall 1241 axially extends several extension arms 1247, and the flying frame 124 also includes a coating film 1248, and the coating film 1248 covers the extension arms 1247 to form an extension wall . In this way, the axial depth of the annular wall 1241 can be designed according to a common size, and when a larger-sized wind tunnel is required, the extension arm 1247 extending from the annular wall 1241 is covered by the coating film 1248 to form an extension wall. The extension wall extends the axial depth of the flight unit and increases the size of the wind tunnel, but it is not necessary to redesign, mold and manufacture the axial depth of the annular wall 1241, thereby improving the efficiency of flight unit testing and experiments , and reduce the cost of flight unit testing and experimentation.

Further, in a preferred embodiment provided by the present application, the covering film 1248 may be a cylindrical rubber film. The size of the wind tunnel is determined by the axial depth of the annular wall 1241 and the axial depth of the coating film 1248 on the extension arm 1247 . In this way, during the experiment, it is only necessary to stretch the covering film 1248 and put it on the annular wall 1241 and the extension arm 1247 to form an extended wall, thereby improving the efficiency of the flight unit test and experiment.

Furthermore, in a preferred embodiment provided in this application, the extension arm 1247 is provided with several axial positioning structures in the axial direction, and the coating film 1248 has a series of customized axial depths to correspond to the positioning structure.

Further, in a preferred embodiment provided by the present application, the axial positioning structure is a protrusion satisfying a preset axial distance.

Specifically, for example, the extension arm 1247 is provided with a protrusion every 5mm in the axial extension direction. The coating film 1248 can be set to a series of customized axial depths of 5mm axial depth, 10mm axial depth, and 15mm axial depth. When the annular wall 1241 needs to be extended by 5 mm in the axial depth direction, the extension arm 1247 is covered with a coating film 1248 with an axial depth of 5 mm. Similarly, when the annular wall 1241 needs to be extended by 15 mm in the axial depth direction, the extension arm 1247 is covered with a coating film 1248 with an axial depth of 15 mm. The wrapper 1248 is precisely defined by the axial positioning structure by design.

Further, in a preferred embodiment provided by the present application, several extension arms form the outer diameter of the flying frame 124 , and the outer diameter increases sequentially along the direction of assembling the cladding film 1248 . In order to cover the coating film 1248 conveniently, it can be inserted from the end of the flying frame 124 with a smaller outer diameter, and dragged toward the side of the flying frame 124 with a larger outer diameter, thereby facilitating the installation of the coating film 1248 .

Further, in a preferred embodiment provided by the present application, several extension arms 1247 are parallel to each other and distributed in a cylindrical shape in the space.

It can be understood that, the annular wall 1241 is axially provided with several rod-shaped cantilevers as the extension arms 1247 . Each extension arm 1247 is parallel to the generatrix of the annular wall 1241 . In this way, the flying frame 124 is relatively simple in mold design, which can reduce production costs.

Further, in a preferred embodiment provided by the present application, several extension arms 1247 are arranged in pairs, and the cross sections of a pair of extension arms 1247 in the pair of extension arms 1247 are respectively distributed at both ends of the circumferential diameter.

It can be understood that the extension arm 1247 here can be a curved rod. The curved rod-shaped extension arm 1247 can extend on the outer wall of the flying frame 124 longer than the length of the straight rod, thereby improving the impact resistance of the extending arm 1247 and improving the service life of the flying frame 124 .

Further, in a preferred embodiment provided by the present application, the flying frame includes an annular wall;

The end face of the annular wall is provided with several sockets distributed in the circumferential direction;

The flying frame also includes several extension arms;

the extension arm is inserted into the socket;

The coating film covers the extension arm to form an extension wall;

The annular wall and the extension wall jointly surround and form the wind tunnel.

It can be understood in this way that the extension arm 1247 and the annular wall 1241 disclosed above are an integral structure, and here, the annular wall 1241 and the extension arm 1247 may be a separate structure. The end surface of the annular wall 1241 is provided with a plurality of circumferentially distributed insertion holes, and the extension arm 1247 is inserted into the insertion holes.

Further, in a preferred embodiment provided by the present application, the extension arm has a series of customized lengths, and the coating film has a series of customized axial depths corresponding to the customized lengths of the extension arms. correspond.

Of course, based on customization requirements, the length of the extension arm 1247 inserted into the jack can be customized. Correspondingly, the axial depth of the coating film 1248 can be customized accordingly. For example, when the length of the extension arm 1247 is 15 mm, the axial depth of the coating film 1248 used may be 15 mm.

The two flight units of the flight module 12 are arranged symmetrically on the main base 11 . Rudder paddle motor 125 is arranged in the middle position. In the embodiment provided in this application, in order to reduce the size of the aircraft 100, the functional module 13 is arranged in the middle of the two flight units.

An escape space is provided between the main body 11 of the aircraft 100 and the flight unit. When the aircraft 100 collides, the main base 11 is elastically deformed, and the part of the main base 11 facing the flight unit is elastically deformed in the shelter space, only when the elastic deformation of the part of the main base 11 facing the flight unit exceeds the size of the shelter space Only then will the flight unit be squeezed, so that the flight unit can be effectively protected. Furthermore, in a preferred embodiment provided by the present application, the shelter space can be filled with shock-absorbing materials, so as to reduce the impact of impact on the flying unit.

The function module 13 is used to control the flight of the aircraft 100 on the one hand, and is used to complete specific application functions of the aircraft 100 on the other hand.

Different aircraft 100 have different flight control mechanisms. In the specific embodiment provided in this application, the aircraft 100 includes at least one pair of rotors 121 . The rotor 121 is driven by a rotor motor 123 to rotate. The functional module 13 at least includes a control part for the rotor motor 123 . The function module 13 at least controls the stop and start of the rotor motor 123 , forward and reverse rotation, and the magnitude of the rotational speed. The stop and start, forward and reverse, and rotational speed of the rotor motor 123 correspond to different rotation states of the rotor 121 , which are ultimately reflected in different flight states of the aircraft 100 .

In the specific embodiment provided in this application, a rudder blade 122 that can cooperate with the rotor 121 is provided. The rudder paddle 122 can also be driven by the rudder paddle motor 125 . The functional module 13 at least includes a control part for the rudder motor 125 . The functional module 13 at least controls the stop and start, forward and reverse rotation, and the magnitude of the rotational speed of the rudder motor 125 . The stop and start of the rudder propeller motor 125 , forward and reverse rotation, and the magnitude of the rotational speed correspond to different rotation states of the rudder propeller 122 , which are ultimately reflected in different flight states of the aircraft 100 .

In the specific embodiment provided in this application, in order to complete the flight control of the aircraft 100, the functional module 13 may also include a data transmission module, a power management module, a processing module, and a storage module.

The data transmission module may include a wireless transceiver and an antenna. The wireless transceiver can use electromagnetic waves in the wireless communication band for data transmission, and can also use WIFI electromagnetic waves in the conventional band for data transmission. Specifically, for example, use 4G communication signals, or 2.4Ghz WIFI signals. On the one hand, the data transmission module can receive the user's control instructions for the aircraft 100, and on the other hand, it can feed back the flight parameters of the aircraft 100 to the user, so that the user can control the flight of the aircraft 100 more accurately. Of course, the data transmission module can also feed back the parameters involved in the specific application functions to the user.

The power management module can manage the power source carried by the aircraft 100 . For example, the timely feedback of the residual power of the power supply, the way of using the power of the power supply, etc.

A processing module is typically represented as a processing chip. A storage module can typically appear as computer memory or cache. The serialized instruction set can usually be stored in the memory module. The processing module executes the serialized instruction set to realize the function of the function module 13 . Various methods such as flight control methods, data transmission methods, and power management methods of the aircraft 100 are usually programmed to form a serialized instruction set, which is stored in the storage module.

On the other hand, the function module 13 completes the specific application functions of the aircraft 100 . For ease of understanding, the aircraft 100 providing the virtual reality perspective function is taken as an example for illustration. In this way, the aircraft 100 may include an image acquisition module and a positioning module. The image acquisition module may specifically be a camera or a video camera. Cameras or video cameras automatically convert captured images into electrical signals. Alternatively, the camera or video camera passes the image to a processing module, which converts it into an electrical signal. The electric signal is transmitted to the user through the data transmission module. Specifically, the transmission to the user here may be transmission to the control room of the aircraft 100 , or transmission to the virtual reality glasses or mobile terminals held by the user. After the electrical signal is decoded, an image can be obtained again, so that the user can see the scene monitored by the aircraft 100 and provide a virtual reality perspective of the aircraft 100 . The positioning module is generally represented by an electronic gyroscope, an electronic compass, etc., and is used to provide the spatial position of the aircraft 100 . The aircraft 100 may also include a steering module for changing the collection direction of the image collection module.

The settings of the specific modules in the function module 13 correspond to the specific application functions of the aircraft 100. Here, only the aircraft 100 that provides the virtual reality perspective function is used as an example for illustration. It should be pointed out that the specific application functions of the aircraft 100 should not be It should be understood as a limitation on the substantive protection scope of this application.

The structure of the embodiment of the present application has been explained in detail above, and the specific implementation process of the present application is introduced below:

The flying frame 124, the rotor 121, and the rudder paddle 122 are injection molded respectively. Assemble the rotor motor 123 and the rotor 121 together. The rudder paddle 122 is installed on the flying frame 124 . The rudder paddle motor 125 and the rudder paddle 122 are assembled together. Finally, a rotor 121, a rudder paddle 122, a flying frame 124, a rotor motor 123, and a rudder paddle motor 125 form a flight unit. The paired flight units are installed on the main base 11 as the flight module 12 . Install the functional module 13 on the main base 11 . During flight, the paired rotors 121 can keep counter torques in balance with each other. The rudder paddle 122 is tilted under the action of the rudder paddle motor 125 , so that the airflow extruded by the rotor 121 rushes towards the rudder paddle 122 , and the airflow on both sides of the rudder paddle 122 is unbalanced to generate propulsion of the aircraft 100 . Since the two rotors in this application rotate for a long time to generate lift, and the rudder propeller only moves when the propulsion is adjusted, thus, compared with the aircraft in the prior art that needs to use four rotors to fly, when the power supply of the same capacity is loaded, The flight time can be doubled, which solves the technical problem of the short working time of the aircraft.

The above descriptions are only examples of the present application, and are not intended to limit the present application. For those skilled in the art, various modifications and changes may occur in this application. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present application shall be included within the scope of the claims of the present application.

Claims (10)

1. A reinforced flight unit, characterized in that it comprises: flying frame; Rotor mounted on the flight frame; The rudder propeller that is installed on the flight frame and cooperates with the rotor to provide the propulsion of the aircraft; Wherein, the flying frame also includes; ring wall; an intermediate column disposed in the hollow portion surrounded by the annular wall; One end is connected to the annular wall, and the other end is connected to the rod-shaped reinforcing rib of the middle column. 2. The flying unit according to claim 1, characterized in that: the reinforcing rib is in a convex arc shape. 3. The flying unit according to claim 2, characterized in that: the vertical height of the end of the rib connected to the annular wall is higher than the vertical height of the end connected to the middle column. 4. The flying unit according to claim 1, wherein the annular wall has an axial depth, and the reinforcing rib is connected to a middle position of the axial depth of the annular wall. 5. The flying unit according to claim 1, wherein there are three reinforcing ribs, which are evenly distributed on the circumference of the annular wall. 6. An aircraft, characterized in that it comprises: main matrix; The flight module installed on the main base; The functional module installed on the main base is used to control the working state of the flight module; Wherein, the flight module includes at least one pair of flight units; Each flight unit includes: flying frame; Rotor mounted on the flight frame; The rudder propeller that is installed on the flight frame and cooperates with the rotor to provide the propulsion of the aircraft; Wherein, the flying frame also includes; ring wall; an intermediate column disposed in the hollow portion surrounded by the annular wall; One end is connected to the annular wall, and the other end is connected to the rod-shaped reinforcing rib of the middle column. 7. The aircraft according to claim 6, wherein the reinforcing rib is in a convex arc shape. 8 . The aircraft according to claim 7 , wherein the vertical height of the end of the rib connected to the annular wall is higher than the vertical height of the end connected to the middle column. 9 . The aircraft according to claim 6 , wherein the annular wall has an axial depth, and the reinforcing rib is connected to a middle position of the axial depth of the annular wall. 10 . 10. The aircraft according to claim 6, wherein there are three reinforcing ribs, which are evenly distributed on the circumference of the annular wall.