CN111806683B

CN111806683B - Aircraft

Info

Publication number: CN111806683B
Application number: CN202010502485.XA
Authority: CN
Inventors: 胡海
Original assignee: Fangyi Beijing Technology Co ltd
Current assignee: Fangyi Beijing Technology Co ltd
Priority date: 2020-06-04
Filing date: 2020-06-04
Publication date: 2022-06-14
Anticipated expiration: 2040-06-04
Also published as: CN111806683A

Abstract

The invention relates to the technical field of bionic flight, in particular to an aircraft, which comprises: the airplane body structure comprises a wing structure and an empennage structure which are detachably connected with the airplane body structure; a head structure comprising a head body connected to a fuselage structure; and the support structure is wholly or partially positioned inside the head body, and the distance between the support structure and the front end of the head body is less than the maximum plastic deformation value of the head body. When the front end of the head body receives the impact, the supporting structure is in contact with the head body before the head body reaches the maximum plastic deformation, the supporting structure can apply counter force to the head body, the impact force applied by the head structure and the counter force applied by the supporting structure are offset, the head body can be prevented from being broken, the head is not easy to damage, and the supporting structure is positioned inside the head body, when the head body is deformed due to the impact, the head body is supported by the supporting structure, and the head body is not easy to deform except for other positions at the front end.

Description

Aircraft

Technical Field

The invention relates to the technical field of bionic flight, in particular to an aircraft.

Background

To ensure the continuous flight time of the aircraft, the aircraft is generally required to have smaller weight, and the lighter the weight, the lower the energy consumption, the longer the corresponding flight time and the better the flight effect. Therefore, under the premise of limiting the weight, the head of the current aircraft, particularly the flapping wing aircraft, is mostly made of light materials, and the thickness of a shell forming the head is usually not more than 0.3 mm. These lightweight materials tend to be of insufficient strength, and impact against walls or obstacles in flight, or the ground when dropped, can cause the head to deform, wrinkle, or even break, affecting the appearance and useful life of the aircraft.

In the prior art, a buffering part is arranged at the foremost end of a nose of an aircraft, the buffering part can be made of rubber or other soft materials, and when the nose collides, the soft buffering part can play a role in buffering. However, when the head is subjected to a large impact force, the head is easily deformed by being depressed due to its thinness, and even cracks at the screw hole where the head is connected to the body.

Disclosure of Invention

Therefore, the technical problem to be solved by the invention is to overcome the defect that the head of the aircraft in the prior art is easy to damage when being subjected to a large impact force, thereby providing an aircraft with a head which is not easy to damage.

In order to solve the above technical problem, the present invention provides an aircraft, comprising:

the airplane body structure comprises a wing structure and an empennage structure which are detachably connected with the airplane body structure;

a head structure comprising a head body connected with the fuselage structure;

a support structure located wholly or partially within the head body, a distance between the support structure and a front end of the head body being less than a maximum plastic deformation value of the head body.

Optionally, a distance between the support structure and the front end of the head body is less than a maximum elastic deformation value of the head body, and the maximum elastic deformation value of the head body is less than a maximum plastic deformation value of the head body.

Optionally, the support structure is resilient.

Optionally, the support structure comprises at least one resilient arm.

Optionally, the elastic arm is located at one end of the support structure close to the body structure, and one end of the elastic arm far away from the body structure extends into the head body.

Optionally, the resilient arm is arc-shaped.

Optionally, the support structure further includes a bending portion disposed at one end of the elastic arm close to the head body, and a support portion connected to the bending portion, and the support portion is adapted to contact with an inner surface of the front end of the head body.

Optionally, the supporting part orientation a side of fuselage structure is formed with connecting portion, the elastic arm the portion of bending the supporting part reaches connecting portion are two, two the elastic arm symmetry sets up, two the portion of bending symmetry sets up, two the supporting part symmetry sets up, two connecting portion symmetry sets up, wherein, two symmetries set up connecting portion detachably connects.

Optionally, the supporting structure further includes a reinforcing portion, and the reinforcing portion, the elastic arm, the bending portion, the supporting portion and the connecting portion are integrally formed.

Optionally, the support structure is provided on the fuselage structure and extends into the interior of the head body.

Optionally, the head structure further includes a flexible protection portion disposed outside the front end of the head body, and a cavity is formed between the flexible protection portion and the head body.

The technical scheme of the invention has the following advantages:

1. according to the aircraft provided by the invention, the supporting structure is arranged, the distance between the supporting structure and the front end of the head body is smaller than the maximum plastic deformation value of the head body, when the front end of the head body is impacted, the supporting structure is contacted with the head body before the head body reaches the maximum plastic deformation, the supporting structure can apply counter force to the head body, so that the impact force applied to the head structure and the counter force applied to the supporting structure are mutually offset, the head body can be prevented from being broken, the head is not easy to damage, and when the head body is impacted and deformed, the head body is supported by the supporting structure, and the rest positions of the head body except the front end are not easy to deform.

2. According to the aircraft provided by the invention, the distance between the supporting structure and the front end of the head body is smaller than or equal to the maximum elastic deformation value of the head body, when the head body deforms due to impact, the deformation degree is elastic deformation due to the support of the supporting structure, and the head body can still recover to the initial state after impact, so that the appearance of the aircraft is not influenced.

3. According to the aircraft provided by the invention, the supporting structure has elasticity, so that when the head body is contacted with the supporting structure, the supporting structure has certain buffering force on the head body, and rigid impact on the head body cannot be caused.

4. According to the aircraft provided by the invention, the elastic arm is arc-shaped, the elastic arm has certain elasticity, the elastic arm can be made of the material the same as that of the head body or the aircraft body, the elastic arm is convenient to process and fix, and the arc-shaped structure of the elastic arm can be matched with the appearance of the head body, so that the interference with the head body during installation can be avoided.

5. The aircraft provided by the invention is characterized in that the supporting structure further comprises a bending part arranged at one end of the elastic arm close to the head body and a supporting part connected with the bending part, the supporting part is suitable for being in contact with the inner surface of the front end of the head body, the supporting part is in surface contact when being in contact with the head body, the contact area is large, the head body is not easy to deform, and the effect of protecting the head body is good.

6. According to the aircraft provided by the invention, the supporting structure is arranged on the aircraft body structure and extends into the head body, and the supporting structure is arranged on the aircraft body structure, so that the weight of the head is favorably reduced, and meanwhile, the supporting structure is convenient to install and fix.

7. The aircraft provided by the invention has the advantages that the head structure also comprises a flexible protection part arranged at the outer side of the front end of the head body, a cavity is formed between the flexible protection part and the head body, after the aircraft is impacted in the flying process, the flexible protection part firstly touches a barrier, the flexible protection part elastically deforms, air in the cavity can be extruded under the elastic action of the flexible protection part, the air in the cavity is compressed, kinetic energy generated by the impact on the flexible protection part is converted into potential energy of the air, the cavity plays a role of a damper, the impact force on the head body is relieved and reduced, the head body is protected from being damaged, the service life of the aircraft is prolonged, when the head body deforms due to larger impact force, the support structure supports the head body so that the head body does not deform greatly, and the support structure and the flexible protection part jointly protect the head, the head is not easy to damage.

Drawings

In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the embodiments or the prior art descriptions will be briefly described below, and it is obvious that the drawings in the following description are some embodiments of the present invention, and other drawings can be obtained by those skilled in the art without creative efforts.

FIG. 1 is a schematic structural diagram of an aircraft provided in an embodiment of the invention;

FIG. 2 is a partial cross-sectional view of FIG. 1;

FIG. 3 is an exploded view of the partial structure of FIG. 2;

FIG. 4 is a front view of the head structure shown in FIG. 1;

fig. 5 is a left side view of fig. 4.

Description of reference numerals:

1-fuselage structure; 2-head structure; 20-a head body; 21-a limiting hole; 22-a fixation hole; 23-a flexible protection; 24-a cavity; 3-wing structure; 4-empennage structure; 5-a support structure; 50-a resilient arm; 51-a bending part; 6-a support part; 7-an emission lamp tube; 8-a screw; 9-a reinforcing part; 10-a connecting part.

Detailed Description

The technical solutions of the present invention will be described clearly and completely with reference to the accompanying drawings, and it should be understood that the described embodiments are some, but not all embodiments of the present invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.

In the description of the present invention, it should be noted that the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc., indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, and are only for convenience of description and simplicity of description, but do not indicate or imply that the device or element being referred to must have a particular orientation, be constructed and operated in a particular orientation, and thus, should not be construed as limiting the present invention. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance.

In the description of the present invention, it should be noted that, unless otherwise explicitly specified or limited, the terms "mounted," "connected," and "connected" are to be construed broadly, e.g., as meaning either a fixed connection, a removable connection, or an integral connection; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meanings of the above terms in the present invention can be understood in specific cases to those skilled in the art.

In the description of the present invention, unless otherwise specified, the use of the terms of orientation such as "up, down, left, right, front, and back" is generally relative to the normal flight state of the aircraft, and specifically, during normal flight of the aircraft, the direction toward the sky is "up", the direction toward the ground is "down", the direction toward the nose of the aircraft is "front", the direction toward the tail of the aircraft is "back", the direction toward the left wing of the aircraft is "left", and the direction toward the right wing of the aircraft is "right".

In addition, the technical features involved in the different embodiments of the present invention described below may be combined with each other as long as they do not conflict with each other.

Examples

The following detailed description of specific embodiments of the present disclosure is provided in connection with the accompanying drawings. It should be understood that the detailed description and specific examples, while indicating the present disclosure, are given by way of illustration and explanation only, not limitation.

The invention provides an aircraft, as shown in fig. 1, the aircraft comprises a fuselage structure 1, a head structure 2, a wing structure 3, a tail wing structure 4 and a support structure 5, wherein the head structure 2, the wing structure 3 and the tail wing structure 4 are detachably connected to the fuselage structure 1, and the tail wing structure 4 comprises a tail rudder mechanism for realizing the steering of the aircraft.

The head structure 2 comprises a head body 20 connected to the fuselage structure 1, the support structure 5 being located wholly or partly inside the head body 20. The distance between the support structure 5 and the front end of the head body 20 is smaller than the maximum plastic deformation value of the head body 20.

In one embodiment, as shown in fig. 2, the distance between the support structure 5 and the front end of the head body 20 is d, d satisfying: d is more than or equal to 0 and less than M, wherein M is the maximum plastic deformation value of the head body 20. When the distance d between the support structure 5 and the front end of the head body 20 is 0, the support structure 5 is in contact with the front end of the head body 20. Wherein the maximum plastic deformation value refers to: the biggest deformation volume that can take place when head body 20 receives the impact, when the deformation volume that takes place when head body 20 receives the impact is greater than the biggest plastic deformation value, head body 20 will appear the damage, consequently before head body 20 appears the biggest deformation, bearing structure 5 just contacts with head body 20, bearing structure 5 can apply the counter-force to head body 20, the impact force that makes head body 20 receive offsets each other with the counter-force that bearing structure 5 applyed, can avoid head body 20 to break, and because bearing structure 5 is located inside head body 20, when head body 20 receives the striking and takes place to warp, owing to receive bearing structure 5's support, head body 20 is difficult for taking place the deformation except the rest positions of front end department yet, head structure 2 is not fragile promptly.

In another embodiment, the distance between the support structure 5 and the front end of the head body 20 is less than the maximum elastic deformation value of the head body 20, and the maximum elastic deformation value of the head body 20 is less than the maximum plastic deformation value of the head body 20. With continued reference to fig. 2, the distance d between the support structure 5 and the front end of the head body 20 satisfies: d is more than or equal to 0 and is less than N, wherein N is the maximum elastic deformation value of the head body 20, and N is less than M. The maximum elastic deformation value means: head body 20 receives the collision to produce the biggest deformation value that can resume initial condition after the deformation, and when the deformation value that corresponds after head body 20 produces the deformation was less than the biggest elastic deformation value, head body 20 can automatic recovery, consequently, head body 20 is receiving the striking when taking place to warp, owing to receive bearing structure 5's support, the deformation degree is elastic deformation, and head body 20 still can resume initial condition after the striking, does not influence the outward appearance of head structure 2.

In one embodiment, in order to overcome the structural dimensional tolerances of the support structure 5 and the head body 20, the distance d between the support structure 5 and the front end of the head body 20 satisfies: d is more than or equal to 0 and less than or equal to 0.5 mm. When the distance d between the support structure 5 and the front end of the head body 20 is 0, the support structure 5 is in contact with the front end of the head body 20. It should be noted that 0.5mm in this embodiment is not the maximum plastic deformation value or the maximum elastic deformation value of the head body 20, but is to avoid interference when the support structure 5 and the head body 20 are assembled due to structural dimensional tolerances.

In a preferred embodiment, the supporting structure 5 has elasticity, and when the head body 20 is in contact with the supporting structure 5 after receiving an external force, the supporting structure 5 has a certain buffering effect on the external force received by the head body 20, and does not cause a rigid impact on the head body 20. Of course, in some alternative embodiments, the supporting structure 5 may be rigid and may also support the head body 20, and the rigid supporting structure 5 may be in direct contact with the front end of the head body 20 or may have a gap with the front end of the head body 20.

In one embodiment, as shown in fig. 3, the support structure 5 comprises at least one elastic arm 50, the shape of the elastic arm 50 may be various curved shapes, and the elastic arm 50 is provided with elasticity due to a certain amount of deformation in the curved shape in the bending direction. When the aircraft collides with an obstacle or the ground in the flying process, the stress of the head body 20 is transferred to the elastic arms 50, the elastic arms 50 are elastically deformed to a certain extent, the generated elastic force and the impact force are mutually offset, the buffering effect is achieved, and the head is prevented from being sunken, deformed or cracked. In one embodiment, the elastic arm 50 is arc-shaped, and the arc-shaped shape of the elastic arm 50 is adapted to the front end of the head body 20, so as to avoid the mutual influence with the structure of the head body 20 during installation, and facilitate the processing and fixing of the elastic arm 50.

In one embodiment, the elastic arm 50 is located at one end of the supporting structure 5 close to the fuselage structure 1, one end of the elastic arm 50 far from the fuselage structure 1 extends into the head body 20, that is, the position of the elastic arm 50 on the supporting structure 5 is closer to the fuselage structure 1, one end of the elastic arm 50 is close to the fuselage structure 1, and the other end is far from the fuselage structure 1 and extends into the head body 20.

In one embodiment, as shown in fig. 2 and 3, the supporting structure 5 further includes a bending portion 51 disposed at an end of the elastic arm 50 close to the head body 20, and a supporting portion 6 connected to the bending portion 51, and the bending portion 51 is disposed to form an included angle between the supporting portion 6 and the elastic arm 50, and the included angle is greater than 0 °. The supporting portion 6 is suitable for contacting with the inner surface of the front end of the head body 20, the supporting portion 6 is preferably in surface contact when contacting with the inner surface of the front end of the head body 20, namely the supporting portion 6 is close to the inner surface contact of the end face of the head body 20 and the front end of the head body 20, so that the contact area between the supporting portion 6 and the head body 20 is increased when the front end of the head body 20 is stressed, the supporting portion 6 plays a supporting role for the front end of the head body 20 when the front end of the head body 20 is subjected to external force, the head body 20 is guaranteed not to be easily deformed, the protecting effect on the head body 20 is good, and the supporting structure 5 is not easily damaged.

In one embodiment, the support portion 6 is formed with a connecting portion 10 toward a side of the fuselage structure 1, and to ensure symmetry between the left and right structures of the aircraft, the number of the elastic arms 50, the number of the bending portions 51, the number of the support portions 6, and the number of the connecting portions 10 are two, the two elastic arms 50 are symmetrically disposed, the two bending portions 51 are symmetrically disposed, the two support portions 6 are symmetrically disposed, and the two connecting portions 10 are symmetrically disposed, wherein the two symmetrically disposed connecting portions 10 are detachably connected. Specifically, the connecting portion 10 is shaped like an ear, a screw hole is formed in the connecting portion 10, and the two connecting portions 10 are connected by a bolt. Design like this, to the aircraft that divide into left and right both sides with fuselage body 1 and process respectively, simplified processing technology, processing can accomplish the back, can fixed connection, convenient and fast through the screw. In other alternative embodiments, the shape of the connecting portion 10 may be set according to actual requirements, such as square, round, etc., and the two connecting portions 10 may be connected by means of a snap, etc., and the shape and the connection form of the connecting portion 10 are not particularly limited in the present invention. In one embodiment, the elastic arm 50, the bent portion 51, the supporting portion 6 and the connecting portion 10 are integrally formed. This arrangement simplifies the manufacturing process while ensuring the structural stability of the support structure 5 consisting of the resilient arms 50, the bent portions 51, the support portions 6 and the connecting portions 10. In this embodiment, the aircraft includes two integrated structures composed of the elastic arm 50, the bending portion 51, the supporting portion 6 and the connecting portion 10, and the two integrated structures are symmetrically arranged along the central axis of the aircraft (as shown in fig. 3), so that symmetry of the left and right structures of the aircraft is ensured, and balanced flight of the aircraft is ensured.

In one embodiment, the support structure 5 is made of the same plastic material as the head body 20 or the fuselage structure 1, which contributes to reducing the overall weight of the aircraft. In other alternative embodiments, the support structure 5 may be entirely made of an elastic material, or the support structure 5 may include a rigid portion adapted to contact with the inner surface of the front end of the head body 20, and an elastic portion connected between the rigid portion and the body 1 or the head body 20, that is, the support portion 6 is a rigid portion, and a portion between the support portion 6 and the body 1 or the head body 20 is an elastic portion. The elastic part may be an elastic body made of an elastic material, or may be a spring.

In one embodiment, the support structure 5 is provided on the fuselage structure 1 and protrudes inside the head body 20. In other alternative embodiments, the support structure 5 may be provided on the head body 20, or both the head body 20 and the fuselage body 1, and the distance between the front end of the support structure 5 and the front end of the head body 20 is less than the maximum plastic deformation value of the head body 20.

In one embodiment, as shown in fig. 2 and 3, the support structure 5 is disposed on the fuselage structure 1, specifically, the support structure 5 is fixed at the front end of the fuselage structure 1, that is, the end of the elastic arm 50 away from the bent portion 51 is fixed at the front end of the fuselage structure 1. The supporting structure 5 can be fixedly connected with the machine body mechanism 1 in an integrated mode, or the supporting structure 5 is fixed on the machine body mechanism 1 through screws, and the like, and the specific fixing mode is not limited in the application.

In another embodiment, in order to ensure that the supporting structure 5 is still firmly connected to the fuselage structure 1 when receiving an external force, one end of the elastic arm 50 away from the bending portion 51 is fixedly connected to the front end of the fuselage structure 1 to form a connection point a, the supporting structure 5 further includes a reinforcing portion 9, one end of the reinforcing portion 9 is fixedly connected to the connection point a, and the other end of the reinforcing portion 9 is fixedly connected to the lower portion of the front end of the fuselage structure 1 to form a connection point B. The connection point A and the connection point B formed by the fixed connection of the elastic arm 50 and the reinforcing part 9 of the supporting structure 5 and the machine body structure 1 enhance the structural stability of the supporting structure 5 and the machine body structure 1 after the fixed connection.

In one embodiment, as shown in fig. 4 and 5, the head body 20 further includes a flexible guard 23 disposed outside the front end of the head body 20, with a cavity 24 formed between the flexible guard 23 and the head body 20. The setting of flexible protection portion 23 makes this aircraft receive the striking in-process of flying, flexible protection portion 23 touches the barrier earlier, elastic deformation takes place for flexible protection portion 23, because the elastic action of flexible protection portion 23, can extrude the air in the cavity 24, the air in the cavity 24 is compressed, the kinetic energy that the impact that flexible protection portion 23 received produced converts the potential energy of air into, cavity 24 has played the effect of attenuator, slow down, the impact force that has reduced head body 20 and received, protection head body 20 does not receive the damage, the life of this aircraft has been prolonged. Under the less condition of impact, flexible protection portion 23 takes place elastic deformation, can slow down the impact force that head body 20 received, loses the striking back, and flexible protection portion 23 can resume initial condition, and under the great condition of impact, the atress of head body 20 is transmitted elastic arm 50, and elastic arm 50 takes place certain elastic deformation, produces elasticity and offsets each other with the impact force, has played the cushioning effect, makes the head not take place sunken deformation or the phenomenon of rupture.

Specifically, the flexible protection portion 23 is sleeved outside the head body 20, and forms a cavity 24 with the head body 20. In one embodiment, a mounting portion may be formed on the head body 20 in advance, the mounting portion is a step surface adapted to an edge of the flexible protection portion 23, and after the flexible protection portion 23 is sleeved on the mounting portion, a flat connecting surface is formed between the flexible protection portion 23 and an outer surface of the head body 20, which is more attractive in appearance. The flexible protection part 23 can be made of flexible materials such as silica gel or rubber, the flexible protection part 23 has certain elasticity, the flexible protection part 23 is opened when being connected, the flexible protection part 23 can be stably sleeved on the installation part of the head body 20 by elastic force, and certainly, in order to ensure that the flexible protection part 23 can be stably and reliably connected with the head body 20, the flexible protection part 23 and the installation part can be further connected through gluing, and the cavity 24 can be in a closed state.

In one embodiment, the flexible protective portion 23 is in the shape of a bird's beak, and the appearance of the aircraft is more similar to that of birds, and is vivid.

In one embodiment, the head body 20 is a blister-formed structure, which may be a blister shell, and the head body 20 made by a blister process has a smaller thickness and lighter weight.

Preferably, the head body 20 is detachably connected with the body structure 1, and when the head body 20 is damaged, the head body 20 can be replaced independently without replacing the body structure 1 together, which is beneficial to saving cost. In the present embodiment, the head body 20 is formed with at least one fixing hole 22, and the fastening member 8 is connected to the fuselage structure 1 through the fixing hole 22. In a specific embodiment, two fixing holes 22 are respectively formed on two sides of the head body 20, the fastening member 8 is a screw, the fixing holes 22 are screw holes adapted to the screws and allowing the screws to pass through, and the two screws are connected to the fuselage structure 1 through the fixing holes on the two sides of the head body 20. In other alternative embodiments, the connection between the head body 20 and the fuselage structure 1 is by means of a snap-fit or by means of a screw fastening or the like, which is not particularly limited by the present disclosure.

With further reference to fig. 4 and 5, a limiting hole 21 is formed on the head body 20, and the obstacle avoidance module or the camera body structure 1 is located in the limiting hole 21. Specifically, in order to realize the obstacle avoidance function of the aircraft, the through hole direction of the limiting hole 21 faces the flight direction of the aircraft, the obstacle avoidance module comprises an emission lamp tube 7, the emission lamp tube 7 is detachably fixed on the fuselage structure 1, and after the fuselage structure 1 is connected with the head body 20, the emission lamp tube 7 is adaptively limited in the limiting hole 21. In the embodiment that the head body 20 and the body structure 1 are connected through the fastening member 8 and the fixing hole 22, the limiting hole 21 is combined, and the limiting hole 21 can play a role in reinforcing the fixation of the head body 20 and the body structure 1, that is, the head body 20 and the body structure 1 are fixed together through the at least one fastening member 22 and the limiting hole 21, so that the fixation is relatively firm.

In one embodiment, the aircraft is in particular an ornithopter.

It should be understood that the above examples are only for clarity of illustration and are not intended to limit the embodiments. Other variations and modifications will be apparent to persons skilled in the art in light of the above description. This need not be, nor should it be exhaustive of all embodiments. And obvious variations or modifications therefrom are within the scope of the invention.

Claims

1. An aircraft, characterized in that it comprises:

the airplane comprises a fuselage structure (1), a wing structure (3) and a tail wing structure (4) which are detachably connected with the fuselage structure (1);

a head structure (2) comprising a head body (20) connected to the fuselage structure (1);

a support structure (5) located wholly or partially inside the head body (20), the distance between the support structure (5) and the front end of the head body (20) being less than the maximum plastic deformation value of the head body (20).

2. The aircraft according to claim 1, characterized in that the distance between the support structure (5) and the front end of the head body (20) is less than the maximum elastic deformation value of the head body (20) and the maximum elastic deformation value of the head body (20) is less than the maximum plastic deformation value of the head body (20).

3. The aircraft according to claim 2, characterized in that said support structure (5) comprises at least one elastic arm (50).

4. The aircraft according to claim 3, characterized in that the elastic arm (50) is located at the end of the support structure (5) close to the fuselage structure (1), the end of the elastic arm (50) remote from the fuselage structure (1) projecting into the head body (20).

5. The aircraft of claim 4, characterized in that said elastic arms (50) are arc-shaped.

6. The aircraft according to claim 4, characterized in that said support structure (5) further comprises a bend (51) provided at one end of said elastic arm (50) close to said head body (20), and a support (6) connected to said bend (51), said support (6) being suitable for being in contact with the inner surface of the front end of said head body (20).

7. The aircraft according to claim 6, characterized in that the support (6) is formed with a connecting portion (10) towards a side of the fuselage structure (1), the resilient arms (50), the bending portions (51), the support (6) and the connecting portion (10) are two, two resilient arms (50) are symmetrically arranged, two bending portions (51) are symmetrically arranged, two support portions (6) are symmetrically arranged, two connecting portions (10) are symmetrically arranged, wherein the two symmetrically arranged connecting portions (10) are detachably connected.

8. The aircraft according to claim 7, characterized in that the support structure (5) further comprises a reinforcing portion (9), the elastic arms (50), the bent portion (51), the support portion (6) and the connecting portion (10) being integrally formed.

9. The aircraft according to any one of claims 1 to 8, characterized in that the support structure (5) is provided on the fuselage structure (1).

10. The aircraft according to any one of claims 1 to 8, characterized in that the head structure (2) further comprises a flexible protection (23) provided outside the front end of the head body (20), the flexible protection (23) forming a cavity (24) with the head body (20).