CN211252980U

CN211252980U - Aircraft with a flight control device

Info

Publication number: CN211252980U
Application number: CN201921178264.0U
Authority: CN
Inventors: 梁杰
Original assignee: Guangzhou Xaircraft Technology Co Ltd
Current assignee: Guangzhou Xaircraft Technology Co Ltd
Priority date: 2019-07-24
Filing date: 2019-07-24
Publication date: 2020-08-14
Anticipated expiration: 2029-07-24

Abstract

The utility model discloses an aircraft. The aircraft comprises a fuselage, a fixed wing, a wing arm, a second power assembly and a first electric adjusting assembly. The machine body is internally provided with a control circuit. The fixed wing includes first section and the second section of being connected with the first section, and the first section is connected with the fuselage. The wing arm is connected with first section, and the wing arm extends along the length direction of fuselage, and the both ends of wing arm all are equipped with first power component. The second power assembly is arranged on the machine body. The first electric adjusting assembly is connected with the first section and is in communication connection with the control circuit, and the first electric adjusting assembly can adjust the power of the first power assembly. According to the utility model discloses an aircraft, through setting up first electricity and transfer the subassembly to be connected with first section, both can optimize the aircraft overall arrangement, reduce the first electricity and transfer the probability that all the other parts on subassembly and the fuselage take place to interfere, the heat dissipation of the first electricity of being convenient for again transfers the subassembly, and then can prolong the first life of group of electricity.

Description

Aircraft with a flight control device

Technical Field

The utility model belongs to the technical field of the aircraft technique and specifically relates to an aircraft is related to.

Background

With the development of society, the application field of unmanned vehicles is continuously expanding, both industrial vehicles and consumer vehicles are greatly improved, and especially small-sized unmanned vehicles represented by multi-propeller unmanned vehicles and fixed-wing unmanned vehicles are widely applied in various application fields, such as the fields of aerial photography, surveying and mapping and the like.

In the related art, the unmanned aerial vehicle is provided with an electric adjusting element for controlling the rotating speed of a power motor, but the electric adjusting element is unreasonable in position design, so that the heat dissipation effect of the electric adjusting element is poor, and the service life of the electric adjusting element is short.

SUMMERY OF THE UTILITY MODEL

The utility model provides an aircraft, the electricity of aircraft is transferred subassembly rationally distributed, the radiating effect is good.

According to the utility model discloses the aircraft, the aircraft includes fuselage, stationary vane, wing arm and first electricity and transfers the subassembly. Wherein, a control circuit is arranged in the machine body; the fixed wing comprises a first section and a second section connected with the first section, and the first section is connected with the fuselage; the wing arm is connected with the first section, the wing arm extends along the length direction of the fuselage, and two ends of the wing arm are provided with first power assemblies; the first electric adjusting assembly is connected with the first section, the first electric adjusting assembly is in communication connection with the control circuit, and the first electric adjusting assembly can adjust the power of the first power assembly.

According to the utility model discloses the aircraft, through setting up first electricity and transfer the subassembly to be connected with first section, both can optimize the aircraft overall arrangement on the one hand, reduce the probability that all the other parts on first electricity were transferred subassembly and the fuselage take place to interfere, can reduce the heat that first electricity was transferred the subassembly and is produced the probability that produces harmful effects to the work that sets up in the part of fuselage (for example power, controlling means) again, be favorable to the extension to set up in the life of the part of fuselage (for example power, controlling means). On the other hand is convenient for the heat dissipation of the first electric regulation assembly, and then the service life of the first electric regulation assembly can be prolonged.

In some embodiments, the fixed wing has a first installation cavity, the first installation cavity is provided at a connection position of the first section and the second section, and the first electrical tilt assembly is provided in the first installation cavity.

In some embodiments, the stationary wing has a first connector connected to an end of the first section facing the second section, the first connector having a first groove open to the second section;

the second connecting piece is connected with the end part, facing the first section, of the second section, and is provided with a second groove which is open towards the first connecting piece, and the second connecting piece is connected with the second connecting piece to limit the first installation cavity.

In some embodiments, the aircraft further includes an aileron connected to the fixed wing, the aileron being turnable with respect to the fixed wing, the aircraft includes a driving member for driving the aileron to turn, the driving member is disposed in the first installation cavity, the aileron is connected to the second section, the aileron is turnable with respect to the second section, and the driving member is connected to the first connecting member.

In some embodiments, a wire hole is formed at the first connecting member, and the connecting wire of the control circuit and the first electrically tunable assembly is inserted through the wire hole.

In some embodiments, the body has a connecting rod, the connecting rod is inserted into the first section, the first connecting piece has a first groove, the first connecting piece has a first through hole, the connecting rod is inserted into the first through hole, a portion of the connecting rod is located in the first groove, the second connecting piece has a second groove, the second groove is opposite to the first groove and defines the first mounting cavity together, the second connecting piece has a second through hole, and a portion of the connecting rod inserted into the first through hole is inserted into the second through hole.

In some embodiments, the first segment is removably connected with the first connector; the second section is detachably connected with the second connecting piece.

In some embodiments, one of the first connecting piece and the second connecting piece has a snap foot, and the other has a snap groove matched with the snap foot.

In some embodiments, the wing arm is disposed through the first mounting cavity; the control circuit is electrically connected with the first electric adjusting assembly through a first lead, and the first lead penetrates through the first section; the first electric adjusting assembly is electrically connected with the first power assembly through a second lead, and the second lead penetrates through the wing arm.

In some embodiments, the aircraft further comprises a second power assembly disposed in the fuselage.

In some embodiments, the aircraft includes a second electrically tunable assembly for adjusting the magnitude of power of a second power assembly, the second electrically tunable assembly being communicatively coupled to the control circuit; the second power assembly includes: the fixed seat is connected with the machine body, a second installation cavity is defined by the fixed seat and the machine body, and the second electric adjusting assembly is arranged in the second installation cavity; the screw, the screw with the fixing base is connected.

In some embodiments, the first segment is removably connected to the second segment.

In some embodiments, the body is provided with a connecting rod, a free end of the connecting rod is provided with a plugging hole, the connecting rod extends towards the second section, the connecting rod is arranged in the first section in a penetrating mode, the second section is provided with a plugging column, and the plugging column is arranged in the plugging hole in a penetrating mode.

Drawings

The above and/or additional aspects and advantages of the present invention will become apparent and readily appreciated from the following description of the embodiments, taken in conjunction with the accompanying drawings of which:

fig. 1 is a schematic structural view of an aircraft according to an embodiment of the invention;

FIG. 2 is an enlarged view of portion A of FIG. 1;

figure 3 is a schematic structural view of an aircraft according to an embodiment of the invention;

FIG. 4 is an enlarged view of portion B of FIG. 3;

fig. 5 is a schematic structural view of a second connection piece of an aircraft according to an embodiment of the invention;

fig. 6 is a schematic structural view of a first connecting element of an aircraft according to an embodiment of the invention;

fig. 7 is a schematic structural view of a first connecting element of an aircraft according to an embodiment of the invention;

figure 8 is an exploded view of a second power assembly of an aircraft according to an embodiment of the invention;

figure 9 is a schematic partial structure view of an aircraft according to an embodiment of the invention;

figure 10 is a schematic structural view of an aircraft according to an embodiment of the invention;

figure 11 is a schematic structural view of an aircraft according to an embodiment of the invention;

fig. 12 is an enlarged view of a portion C in fig. 11.

Reference numerals:

an aircraft 100;

a body 110; a second power assembly 111; a fixed seat 1111; a propeller 1112; a second mounting cavity 1113;

a stationary wing 120; a first segment 121; a first perforation 1212; a first mounting cavity 1213; wire guides 1214; a second section 122; a plug-in post 1221; a second perforation 1222; a key section 1223; a hook 1224; a connecting rod 123; an insertion hole 1231; an aileron 125;

a first connector 126; a first groove 1261, an engagement groove 1262; a second connecting member 127; a second recess 1271; a snap hole 1273, a snap foot 1274;

a wing arm 130; a first power assembly 131;

a first electrically tunable assembly 140; a first fixing frame 150; a second fixing frame 160; tail fin 170; a second electrical tilt assembly 180; a drive member 190.

Detailed Description

Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein like reference numerals refer to the same or similar elements or elements having the same or similar function throughout. The embodiments described below with reference to the drawings are exemplary only for the purpose of explaining the present invention, and should not be construed as limiting the present invention.

In the description of the present invention, it is to be understood that the terms "front", "back", "left", "right", "inner", "outer", and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, and are only for convenience of description and simplification of description, but do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus, should not be construed as limiting the present invention. In the description of the present invention, "a plurality" means two or more unless otherwise specified.

In the description of the present invention, it is to be noted that, unless otherwise explicitly specified or limited, the terms "mounted," "connected," and "connected" are to be construed broadly, and may be, for example, fixedly connected, detachably connected, or integrally connected; 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 meaning of the above terms in the present invention can be understood in specific cases to those skilled in the art.

An aircraft 100 according to an embodiment of the invention is described below with reference to fig. 1-12.

As shown in fig. 1-12, an aircraft 100 according to an embodiment of the present invention includes a fuselage 110, a fixed wing 120, a wing arm 130, and a first electrical tilt assembly 140.

Specifically, the body 110 is provided with a control circuit therein. As shown in fig. 3, the fixed wing 120 may include a first section 121 and a second section 122 that may be detachably connected to the first section 121, and the first section 121 may be connected to the body 110. The wing arm 130 may be connected to the first section 121, and the wing arm 130 extends along the length direction of the fuselage 110, and both ends of the wing arm 130 may be provided with first power assemblies 131. In addition, as shown in fig. 1 and fig. 2, first electrically tunable assembly 140 may be disposed at first segment 121, first electrically tunable assembly 140 may adjust a power level of first power assembly 131, and first electrically tunable assembly 140 may be in communication connection with a control circuit. It should be noted that when power adjustment of first power assembly 131 is required, control circuit may issue a command to first electrical tilt assembly 140.

For example, as shown in fig. 3, a left side (left side as shown in fig. 3) of the body 110 is provided with a fixed wing 120, a right end (right side as shown in fig. 3) of a first section 121 of the fixed wing 120 is connected to the body 110, a left end of the first section 121 is provided with a second section 122, and the second section 122 is connected to the first section 121. The right side of the fuselage 110 may also be provided with a fixed wing 120, the left end of a first section 121 of the fixed wing 120 is connected with the fuselage 110, the right end of the first section 121 is provided with a second section 122, and the second section 122 is connected with the first section 121.

As shown in fig. 3, the fuselage 110 is provided with one wing arm 130 on each of the left and right sides (left and right directions as shown in fig. 3), that is, one wing arm 130 is provided on the left side of the fuselage 110, and one wing arm 130 is provided on the right side of the fuselage 110. Both of the wing arms 130 may extend in a fore-and-aft direction (fore-and-aft direction shown in fig. 3), and the wing arm 130 located at the left side of the fuselage 110 may be connected to the first section 121 located at the left side of the fuselage 110, and the wing arm 130 located at the right side of the fuselage 110 may be connected to the first section 121 located at the right side of the fuselage 110. As shown in fig. 3, a first power assembly 131 may be provided at the front end of each wing arm 130, and a first power assembly 131 may be provided at the rear end of each wing arm 130.

As shown in fig. 1 and 2, a first section 121 located on the right side (right side shown in fig. 1) of the fuselage 110 is connected with a first electrical tilt assembly 140, and the first electrical tilt assembly 140 is used for adjusting and controlling the power of first power assemblies 131 arranged at the front and rear ends (front and rear ends shown in fig. 1) of the wing arm 130. The first electrically tunable assembly 140 may have two output ends, wherein the output end located at the front end of the first electrically tunable assembly 140 may adjust the power of the first power assembly 131 arranged at the front end of the wing arm 130; the output end at the rear end of the first electrically tunable assembly 140 can adjust the power of the first power assembly 131 arranged at the rear end of the wing arm 130.

It should be noted that, as shown in fig. 9, the power supply and control devices of aircraft 100 are mostly distributed in fuselage 110, and considering that fuselage 110 has limited space for arrangement and the components are connected tightly, first electrical tilt assembly 140 may be disposed at first section 121, that is, first electrical tilt assembly 140 is connected to first section 121. Aircraft 100 layout may thereby be optimized, and the probability of first electrical tilt assembly 140 interfering with the remaining components on fuselage 110 may be reduced.

In addition, first electrical tilt assembly 140 generates heat during operation, and therefore, by disposing first electrical tilt assembly 140 in first section 121, the probability that the heat generated by first electrical tilt assembly 140 may adversely affect the operation of components (e.g., power supply and control device) disposed on fuselage 110 is reduced, the heat dissipation efficiency of first electrical tilt assembly 140 may be improved, and the service life of the components (e.g., power supply and control device) of aircraft 100 may be prolonged.

To further optimize the performance of the aircraft 100, as shown in fig. 9, a first fixed frame 150 may be provided on the fuselage 110, and the first fixed frame 150 may house a power source. A second fixing frame 160 may be disposed closely adjacent to a rear end (a rear end as shown in fig. 9) of the first fixing frame 150, and the second fixing frame 160 may house a control device.

In addition, stationary vane 120 has the drainage effect to the air current, so set up first electricity accent subassembly 140 and be connected with first section 121, the heat that is convenient for first electricity accent subassembly 140 to produce is taken away by the air current of flowing through stationary vane 120, can improve first electricity accent subassembly 140's radiating efficiency. Thereby the service life of first electronic tilt assembly 140 may be extended.

According to the utility model discloses aircraft 100 through setting up first electricity accent subassembly 140 in first section 121, both can optimize aircraft 100 overall arrangement on the one hand, reduce the probability that all the other parts on first electricity accent subassembly 140 and the fuselage 110 take place to interfere, can reduce again that the heat that first electricity accent subassembly 140 produced produces the probability that produces harmful effects to the work of the part (for example power, controlling means) that sets up in fuselage 110, be favorable to the extension to set up the life of the part (for example power, controlling means) of fuselage 110. On the other hand, the heat dissipation of first electronic tilt assembly 140 is facilitated, and the service life of first electronic tilt assembly 140 can be further prolonged.

As shown in fig. 1 and 3, according to some embodiments of the present invention, the fixed wing 120 may have a first installation cavity 1213, and the first installation cavity 1213 may be disposed at a connection position of the first section 121 and the second section 122, so that an accommodation space may be configured in the fixed wing 120, and a layout may be optimized to reduce the weight of the fixed wing 120. As shown in fig. 2, first electronic tilt assembly 140 may be disposed within first mounting cavity 1213. Considering that first power assembly 131 is disposed at both front and rear ends (front and rear ends as shown in fig. 1) of wing arm 130 connected to first section 121, by disposing first electrical tilt assembly 140 in first mounting cavity 1213, it is also facilitated to connect first electrical tilt assembly 140 and first power assembly 131 together, so that the wiring layout of aircraft 100 may be optimized.

As shown in fig. 2, in some embodiments, a heat sink may be further disposed in first mounting cavity 1213, and the heat sink may be connected to first electronic tilt assembly 140 in close proximity to accelerate the heat dissipation of first electronic tilt assembly 140. In addition, an opening may be provided at the housing of the first segment 121, which may correspond to a heat sink, thereby facilitating heat released from the heat sink to be carried away by an external air flow.

As shown in fig. 1, 3, 5 and 10, in some embodiments, the stationary wing 120 has a first connector 126 and a second connector 127. Therein, the first connector 126 may be connected with an end of the first section 121 facing the second section 122, and the first connector 126 may have a first groove 1261 opening to the second section 122. The second connector 127 may be coupled to the first connector 126, and the second connector 127 may have a second recess 1271 opened toward the first connector 126, in which case the coupling of the second connector 127 to the first connector 126 may define a first mounting cavity 1213. It will be appreciated that the first and

second recesses

1261, 1271 may each define a receiving space, thereby facilitating the placement of a connector to secure the connection between the first and

second sections

121, 122. In addition, a second connecting member 127 may be connected to an end of the second end 122 facing the first segment 121.

It can be understood that the first section 121, the first connecting member 126, the second connecting member 127, and the second section 122 may be connected in sequence to form a whole, and the first connecting member 126 and the second connecting member 127 may define a first installation cavity 1213, that is, the first installation cavity 1213 is an independent installation space relative to the first section 121 or the second section 122, which may provide an accommodation space for elements of the aircraft 100 (for example, provide an installation space for an electrical tilt assembly), and may reduce the probability that the elements in the first installation cavity 1213 interfere with other components on the first section 121 or the second section 122.

For example, as shown in fig. 1, a right end of the first segment 121 is provided with a first connecting member 126, and the right end of the first segment 121 is connected with the first connecting member 126, the first connecting member 126 has a first groove 1261, and the first groove 1261 is open to the right. As shown in fig. 3, 10 and 11, a second connecting member 127 is disposed on the right side of the first connecting member 126, and the right end of the second connecting member 127 is connected to the left end of the second segment 122. As shown in fig. 5, the second connector 127 has a second recess 1271. It will be appreciated that, in conjunction with fig. 10 and 11, the second recess 1271 may be open toward the first connector 126, and the connection of the first connector 126 to the second connector 127 may cause the first recess 1261 and the second recess 1271 to cooperate to form the first mounting cavity 1213.

As shown in fig. 1, the wing arm 130 penetrates through the first installation cavity 1213, and the first electrical tilt assembly 140 is disposed in the first installation cavity 1213, it can be understood that the connection between the first electrical tilt assembly 140 and the first power assembly 131 can be routed along the wing arm 130, so as to optimize the circuit layout.

As shown in fig. 1 and 2, in the actual assembly process, in consideration of the convenience of installation, the first connecting member 126 is preferably connected to the first segment 121, and the first groove 1261 is open in the extending direction of the first segment 121, and in this case, a portion of the wing arm 130 may be inserted into the first groove 1261 in the front-rear direction. The second connector 127 is connected to the first connector 126, and the second recess 1271 is communicated with the first recess 1261 to form a first mounting chamber 1213. At this time, the fitting connection between the second connecting member 127 and the first connecting member 126 can clamp and fix the wing arm 130 passing through the first mounting cavity 1213. Finally, the second segment 122 is connected to the second connecting member 127.

Additionally, in some embodiments, the airfoil of the fixed wing 120 may be a foam material to reduce the weight of the aircraft 100. Accordingly, providing the first and

second connectors

126 and 127 on the stationary wing 120 may improve the supporting capability and reliability of the stationary wing 120.

As shown in fig. 5 and 6, in some embodiments, the inner wall of the first mounting chamber 1213 may have ribs. Therefore, the structural strength of the inner wall of the first installation cavity 1213 can be improved by arranging the reinforcing ribs on the inner wall of the first installation cavity 1213, so that the supporting capacity of the inner wall of the first installation cavity 1213 is improved.

As shown in fig. 3, according to some embodiments of the present invention, the aircraft 100 may further include an aileron 125, the aileron 125 may be coupled to the fixed wing 120, and the aileron 125 may be flipped with respect to the fixed wing 120. Thus, by providing the ailerons 125 that can be connected to the fixed wings 120, the ailerons 125 can be controlled to turn over relative to the fixed wings 120, and the flight trajectory and flight state of the aircraft 100 can be controlled.

As shown in fig. 3 and 4, according to some embodiments of the present invention, the aircraft 100 further includes a driving member 190 for driving the flap 125 to turn, and the driving member 190 may be disposed in the first installation cavity 1213. It will be appreciated that the control circuitry may be coupled to the actuators 190 to control the flipping of the ailerons 125 to effect a change in trajectory of the aircraft 100. In addition, the first electrical tilt assembly 140 may be communicatively connected to a control circuit of the aircraft 100, as shown in fig. 6, a wire hole 1214 may be disposed at the first connecting member 126, and a connecting wire (e.g., a wire) of the control circuit and the first electrical tilt assembly 140 may pass through the wire hole 1214, that is, the connecting wire hole 1214 may pass through the wire hole 1214 to electrically connect the control circuit and the first electrical tilt assembly 140. It is understood that the wiring of the control circuit and the driving element 190 may also pass through the wire hole 1214, so that the driving element 190 is disposed in the first mounting cavity 1213, the circuit connection between the control circuit and the driving element 190 may be set to be the same as the wiring path of the circuit connection between the control circuit and the first electrical tilt assembly 140, thereby simplifying the circuit connection in the aircraft 100 and optimizing the circuit layout.

As shown in FIG. 3, the flap 125 may be connected to the second section 122 and the flap 125 may be flipped over relative to the second section 122. It will be appreciated that the second section 122 is located further from the fuselage 110 than the first section 121. Therefore, by connecting the aileron 125 to the second section 122, the distance between the aileron 125 and the fuselage 110 can be made longer, so that the torque can be increased, the acting force of the power generated by the turning of the aileron 125 on the fuselage 110 can be enhanced, and the agility of the direction change of the aircraft 100 can be improved. In some embodiments, the driver 190 may be coupled to the first connector 126. Therefore, the layout of each component on the fixed wing 120 can be optimized, and the probability of interference of each component on the fixed wing 120 is reduced.

According to some embodiments of the present invention, the wing arm 130 may be disposed through the first mounting cavity 1213. Specifically, the first mounting cavity 1213 has open openings at both ends through which the wing arms 130 are inserted. For example, as shown in fig. 3, the first mounting chamber 1213 has open openings at both ends in the front-rear direction, and the wing arms 130 are inserted into the open openings in the front-rear direction, whereby the wing arms can be fixed to the fixed wing 120 in the front-rear direction. Further, the open opening and the wing arm 130 may be assembled together by interference fit, so that not only the connection stability of the wing arm 130 with the first and second connecting

members

126 and 127 may be improved, but also impurities may be prevented from entering into the first mounting cavity 1213.

The control circuit and the first electrically tunable assembly 140 may be electrically connected through a first conductive wire, and the first conductive wire may be disposed through the first section 121. The first electrically tunable assembly 140 and the first power assembly 131 may be connected by a second wire, and the second wire may be inserted into the wing arm 130, and correspondingly, a guide hole is formed in a portion of the wing arm 130 corresponding to the first mounting cavity 1213 for the second wire to pass through. From this, through making first wire wear to locate first section 121, make the second wire wear to locate wing arm 130, can make first wire and second wire all locate inside aircraft 100, avoid the naked hourglass of interconnecting link in the air to can reduce external factor (for example, rainwater, sand and dust) and cause the probability of damage to first wire or second wire, prolong the life of first wire or second wire, practice thrift the cost.

As shown in fig. 1, according to some embodiments of the present invention, the aircraft 100 may further include a second power assembly 111, and the second power assembly 111 may be provided at the fuselage 110. Thus, by providing the second power assembly 111 at the fuselage 110, the aircraft 100 may be powered in a forward direction.

As shown in fig. 1 and 8, according to some embodiments of the present invention, the aircraft 100 may further include a second electrical tilt assembly 180 for adjusting the power of the second power assembly 111, and the second electrical tilt assembly 180 may be in communication connection with the control circuit. From this, through setting up second electricity accent subassembly 180, can adjust the power size of second power component 111, and then can regulate and control the airspeed of aircraft 100.

As shown in fig. 1, the second power assembly 111 may include a fixing seat 1111, the fixing seat 1111 may be connected to the main body 110, and the fixing seat 1111 connected to the main body 110 may define a second installation cavity 1113, and the second installation cavity 1113 may receive the second electrical tilt assembly 180. Therefore, the second installation cavity 1113 capable of accommodating the second electrical tuning assembly 180 is defined at the joint of the fixed seat 1111 and the body 110, so that the second electrical tuning assembly 180 and the second power assembly 111 are distributed in a close proximity manner, the length of a connecting line between the second electrical tuning assembly 180 and the second power assembly 111 can be shortened, the line layout is optimized, and the cost is saved. In addition, the second power assembly 111 further includes a propeller 1112, and the propeller 1112 may be connected to the fixing seat 1111.

For example, as shown in fig. 1, the second power assembly 111 is disposed at the rear end (rear end shown in fig. 1) of the body 110, the rear end of the body 110 is connected to the front end (front end shown in fig. 1) of the fixing seat 1111 of the second power assembly 111, and the rear end of the fixing seat 1111 is connected to the propeller 1112. As shown in fig. 8, the fixing seat 1111 has an open opening, and when the fixing seat 1111 is connected to the body 110, the body 110 can cover the open opening to define a second installation cavity 1113.

As shown in fig. 3 and 5, according to some embodiments of the present invention, the first segment 121 may be detachably connected to the first connector 126, and the second segment 122 may also be detachably connected to the second connector 127. Therefore, when the first connecting piece 126 or the first connecting piece 126 is damaged, the damaged first connecting piece 126 or the damaged second connecting piece 127 can be replaced conveniently, the service life of the aircraft 100 can be prolonged, and cost can be saved.

In some embodiments, the first connector 126 can be snap-fit connected to the first segment 121, and the second connector 127 can also be snap-fit connected to the second segment 122. It should be noted that the clamping connection does not involve other fasteners, so that the clamping connection is convenient to disassemble and assemble, the cost can be saved, and the connection is simplified.

In some embodiments, as shown in fig. 12, a key portion 1223 and a hook 1224 may be disposed on the second section 122, and the key portion 1223 may drive the hook 1224 to switch between a clamping state and a releasing state. As shown in fig. 4, a card hole 1273 may be formed on the second connector 127. It is understood that when the key portion 1223 is in the engaged state, the hook 1224 can be engaged in the engaging hole 1273, and the second section 122 is connected to the second connector 127. When the key portion 1223 is in the disengaged state, the hook 1224 is adapted to be disengaged from the hole 1273, and the second section 122 can be separated from the second connector 127. Therefore, by providing the hook 1224 controlled by the key 1223, the process of attaching and detaching the second section 122 to and from the second connector 127 can be simplified, and the assembling efficiency and convenience can be improved.

As shown in fig. 1 and 2, according to some embodiments of the present invention, the first segment 121 may be detachably connected to the second segment 122. Therefore, when the first section 121 or the second section 122 is damaged, the damaged first section 121 or the damaged second section 122 can be replaced conveniently, and cost is saved.

For example, as shown in fig. 1, 6, and 9, the aircraft 100 may be provided with a connecting rod 123, the connecting rod 123 may be inserted through the first section 121, and one end of the connecting rod 123 may be connected with the fuselage 110. The right end of the first section 121 on the right side of the body 110 may be connected to a first connector 126, the first connector 126 may be connected to a second connector 127, and the second connector 127 may be connected to the left end of the second section 122 on the right side of the body 110.

As shown in fig. 1, 6 and 7, the first connecting member 126 has a first groove 1261 opened toward the right side, the first connecting member 126 may form a first through hole 1212, and the connecting rod 123 may pass through the first through hole 1212, such that the connecting rod 123 is partially inserted into the first groove 1261. It should be noted that the connecting rod 123 may be inserted into the first through hole 1212, and a portion of the connecting rod 123 passes through the first through hole 1212. Accordingly, as shown in fig. 5, the second connector 127 has a second groove 1271 opened toward the left, the second groove 1271 is opposite to the first groove 1261 and defines a first mounting cavity 1213, the second connector 127 can form a second through hole 1222, and it should be noted that the portion of the connecting rod 123 passing through the first through hole 1212 can be inserted into the second through hole 1222. As shown in fig. 11 and 12, the hook 1224 of the second section 122 can engage with the hole 1273 of the second connector 127 to detachably connect the second section 122 to the second connector 127. That is, the connecting rod 123 may sequentially pass through the first segment 121, the first connecting member 126 and the second connecting member 127, and the second connecting member 127 may be snapped with the second segment 122 to detachably connect the first segment 121 and the second segment 122 together.

As shown in fig. 5 and 6, one of the first connector 126 and the second connector 127 has a snap foot 1274, and the other has a snap groove 1262 matching with the snap foot 1274. In other words, when the first connecting member 126 has the engaging leg 1274, the second connecting member 127 may have an engaging groove 1262; when the second connector 127 has the engaging groove 1262, the first connector 126 may have an engaging foot 1274. It should be noted that the engaging leg 1274 can be inserted into the engaging groove 1262, and the engaging leg 1274 can be engaged with the inner wall of the engaging groove 1262, so as to connect the first connector 126 and the second connector 127 together.

As shown in fig. 5 and 6, there may be a plurality of engagement legs 1274, a plurality of engagement grooves 1262, and a plurality of engagement legs 1274 and a plurality of engagement grooves 1262 may correspond to one another. The free end of the snap foot 1274 may have a protrusion, and when the snap foot 1274 is fitted into the snap groove 1262, the snap foot 1274 can be stably and firmly fitted together by the protrusion. In some examples, the detent groove 1262 may be a through-hole structure.

As shown in fig. 1 and 2, according to some embodiments of the present invention, the body 110 is provided with a connecting rod 123, the free end of the connecting rod 123 may have a plug hole 1231, and the connecting rod 123 extends toward the second section 122. As shown in fig. 1, a connecting rod 123 may be inserted through the first segment 121. As shown in fig. 3, the second section 122 has a plug column 1221 thereon, and the plug column 1221 can be inserted into the plug hole 1231. Therefore, the second section 122 can be connected with the free end of the connecting rod 123 by the plugging fit of the plugging column 1221 and the plugging hole 1231. It can be understood that the connecting rod 123 can be used as a supporting mechanism for the second section 122 to share the pressure borne by the second connecting element 127, that is, a part of the load of the second section 122 can act on the second connecting element 127 through the connection between the hook 1224 and the clipping hole 1273, and another part can act on the connecting rod 123 through the insertion between the insertion column 1221 and the insertion hole 1231, so as to reduce the probability of damage to the second section 122 or the second connecting element 127 caused by an excessive load of the second section 122, and increase the reliability of the fixing wing 120.

It should be noted that the inserting hole 1231 is not limited to be located on the connecting rod 123. For example, the plug post 1221 provided at the second section 122 may define a plug hole 1231, and the connecting rod 123 may be plugged into the plug hole 1231.

For example, as shown in fig. 1, 9 and 12, two connecting rods 123 are disposed on the right side of the body 110, one end of each connecting rod 123 is connected to the body 110, the free end of each connecting rod 123 defines a plug hole 1231, and the plug hole 1231 is open to the second section 122. The end of the second section 122 facing the connecting rod 123 is provided with two insertion columns 1221, and it is understood that the two insertion columns 1221 can be adapted to be inserted into the two insertion holes 1231 to connect the second section 122 and the connecting rod 123 together.

In some embodiments, as shown in fig. 1, during the actual assembly of the fixing wing 120, the connecting rod 123 may be inserted through the first segment 122, the first segment 122 may be snap-fitted with the first connector 126, the free end of the connecting rod 123 may be inserted through the first through hole 1212, such that the connecting rod 123 is partially inserted through the first groove 1261, and the portion of the connecting rod 123 inserted through the first through hole 1212 may be inserted through the second through hole 1222 formed on the second connector 127. As shown in fig. 1, the free end of the connecting rod 123 defines a plug hole 1231. As shown in fig. 11 and 12, the end of the second section 122 facing the second connecting member 127 is provided with a plug post 1221 and a hook 1224, and it can be understood that after the free end of the connecting rod 123 passes through the second through hole 1222, the plug post 1221 on the second section 122 can be plugged and matched with the plug hole 1231 on the connecting rod 123. At this time, the hook 1224 disposed on the second section 122 can be engaged with the hole 1273 disposed on the second connector 127 to connect the second section 122 and the second connector 127 together.

The aircraft 100 according to the invention is described in detail below with reference to fig. 1-12. It is to be understood that the following description is illustrative only and is not intended as a specific limitation on the invention.

As shown in fig. 1-12, an aircraft 100 according to an embodiment of the present invention includes a fuselage 110, a fixed wing 120, a wing arm 130, a first power assembly 131, a second power assembly 111, a first electrical tilt assembly 140, and a second electrical tilt assembly 180.

As shown in fig. 3, a fixed wing 120 is disposed on the left side (left side as shown in fig. 3) of the body 110, the right end (right side as shown in fig. 3) of the first section 121 of the fixed wing 120 is connected to the body 110, a first connecting member 126 is disposed on the left end of the first section 121, the first connecting member 126 is connected to the left end of the first section 121, a second connecting member 127 is connected to the left end of the first connecting member 126, and the left side of the second connecting member 127 is connected to the right end of the second section 122. The right side of the fuselage 110 may also be provided with a fixed wing 120, the left end of the first section 121 of the fixed wing 120 is connected with the fuselage 110, the right end of the first section 121 is provided with a first connecting piece 126, the first connecting piece 126 is connected with the right end of the first section 121, the right side of the first connecting piece 126 is connected with a second connecting piece 127, and the right side of the second connecting piece 127 is connected with the left end of the second section 122. As shown in fig. 3, one wing arm 130 is disposed on each of the left and right sides (left and right directions shown in fig. 3) of the fuselage 110, the wing arms 130 disposed on the left and right sides of the fuselage 110 extend in the front-back direction (front-back direction shown in fig. 3), the wing arm 130 disposed on the left side of the fuselage 110 is connected to the first connecting member 126 disposed on the left side of the fuselage 110, and the wing arm 130 disposed on the right side of the fuselage 110 is connected to the first connecting member 126 disposed on the right side of the fuselage 110.

As shown in fig. 1, the front and rear ends (front and rear ends shown in fig. 1) of the wing arm 130 located on the left side (left side shown in fig. 1) of the fuselage 110 are provided with first power assemblies 131, and the front and rear ends of the wing arm 130 located on the right side (right side shown in fig. 1) of the fuselage 110 are also provided with first power assemblies 131.

As shown in fig. 1, a tail fin 170 is provided at the rear end of the wing arm 130 positioned at the left side of the body 110 (the left side as viewed in fig. 1), and a tail fin 170 is also provided at the rear end of the wing arm 130 positioned at the right side of the body 110 (the right side as viewed in fig. 1), and the two tail fins 170 may be pivotally connected to each other in an inverted V shape. It should be noted that the inverted V-shaped tail 170 has the functions of a normal vertical tail and a horizontal tail of a fixed wing, and has a light structure and high control efficiency.

As shown in fig. 1, the first connector 126 located at the right side (right side as shown in fig. 1) of the main body 110 has a first groove 1261 opened toward the right side, and it should be noted that the second connector 127 located at the right side of the main body 110 has a second groove 1271 opened toward the left side, and the first connector 126 and the second connector 127 can be connected to define a first installation cavity 1213. First electrically tunable assembly 140 is arranged in first installation cavity 1213, and a cooling fin is arranged above first electrically tunable assembly 140, and an opening is formed above the cooling fin, so that heat released by the cooling fin can be taken away by external air flow. As shown in fig. 6, wire guides 1214 are provided on the end surface of first section 121 connected to the second end for providing a path for the electrical connection between the control circuitry and first electrical tilt assembly 140, so as to optimize the electrical connection of aircraft 100.

As shown in fig. 9, the body 110 is provided with a first fixing frame 150, and the first fixing frame 150 can accommodate a power supply. A second fixing frame 160 may be disposed closely adjacent to a rear end (a rear end as shown in fig. 9) of the first fixing frame 150, and the second fixing frame 160 may house a control device.

As shown in fig. 9, two connecting rods 123 are connected to the left side (the left side shown in fig. 9) of the body 110, two connecting rods 123 are also connected to the right side (the right side shown in fig. 9) of the body 110, and one end of any connecting rod 123 is connected to the body 110, and the other end of the connecting rod is inserted into the corresponding first segment 121. As shown in fig. 1, two first through holes 1212 are formed in the first groove 1261 located at the right side of the body 110, the two first through holes 1212 correspond to the two connecting rods 123 at the right side of the body 110, respectively, and the two connecting rods 123 may partially pass through the two first through holes 1212, respectively.

As shown in fig. 1, during the actual assembly of the fixing wing 120, the connecting rod 123 may be inserted through the first segment 122, the first segment 122 may be snap-fitted with the first connecting member 126, the free end of the connecting rod 123 may be inserted through the first through hole 1212, so that the connecting rod 123 is partially inserted through the first groove 1261, and the portion of the connecting rod 123 inserted through the first through hole 1212 may be inserted through the second through hole 1222 formed on the second connecting member 127.

As shown in fig. 1, the free end of the connecting rod 123 defines a plug hole 1231. As shown in fig. 11 and 12, the end of the second section 122 facing the second connecting member 127 is provided with a plug post 1221 and a hook 1224, and it can be understood that after the free end of the connecting rod 123 passes through the second through hole 1222, the plug post 1221 on the second section 122 can be plugged and matched with the plug hole 1231 on the connecting rod 123. At this time, the hook 1224 disposed on the second section 122 can be engaged with the hole 1273 disposed on the second connector 127 to connect the second section 122 and the second connector 127 together.

As shown in fig. 1, the second power assembly 111 is disposed at the rear end (rear end shown in fig. 1) of the body 110, the rear end of the body 110 is connected to the front end (front end shown in fig. 1) of the fixing seat 1111 of the second power assembly 111, and the rear end of the fixing seat 1111 is connected to the propeller 1112. As shown in fig. 8, the fixing seat 1111 has an open opening facing the direction of the main body 110, when the fixing seat 1111 is connected to the main body 110, the main body 110 may shield the open opening to define a second mounting cavity 1113, the second mounting cavity 1113 may accommodate the second electrical tilt assembly 180, and the second electrical tilt assembly 180 may be used to adjust the power of the second power assembly 111.

As shown in fig. 1 and fig. 2, the front end (the front end shown in fig. 1) of first electrical tilt assembly 140 is provided with an output end, and the output end is used for adjusting the power of first power assembly 131 at the front end of wing arm 130. The rear end (shown in fig. 1) of the first electrically tunable assembly 140 is also provided with an output end for adjusting the power of the first power assembly 131 at the rear end of the wing arm 130.

It should be noted that, when it is necessary to control aircraft 100 to change the flight speed, control circuit may send an instruction to first electrical tilt assembly 140, and first electrical tilt assembly 140 adjusts the power level of first power assembly 131 according to the instruction.

As shown in FIG. 3, the second section 122 has a flap 125 attached to its aft end (the aft end shown in FIG. 3), and the flap 125 may be flipped over relative to the second section 122. It should be noted that an actuating element 190 may be disposed in the first mounting cavity 1213, the actuating element 190 may drive the aileron 125 to turn, and the control circuit may be connected to the actuating element 190 to control the turning of the aileron 125 to implement the trajectory transformation of the aircraft 100.

As shown in fig. 12, the second section 122 may be provided with a key portion 1223 and a hook 1224, and the key portion 1223 may drive the hook 1224 to switch between a locking state and a releasing state. As shown in fig. 4, a card hole 1273 may be formed on the second connector 127. It is understood that when the key portion 1223 is in the engaged state, the hook 1224 can be engaged in the engaging hole 1273, and the second section 122 is connected to the second connector 127. When the key portion 1223 is in the disengaged state, the hook 1224 is adapted to be disengaged from the hole 1273, and the second section 122 can be separated from the second connector 127.

As shown in fig. 1, 9 and 12, two connecting rods 123 are disposed on the right side of the body 110, one end of each connecting rod 123 is connected to the body 110, a free end of each connecting rod 123 defines a plug hole 1231, and the plug hole 1231 is open to the second section 122. The end of the second section 122 facing the connecting rod 123 is provided with two insertion columns 1221, and it is understood that the two insertion columns 1221 can be adapted to be inserted into the two insertion holes 1231 to connect the second section 122 and the connecting rod 123 together.

In the description herein, references to the description of the term "one embodiment," "some embodiments," "an illustrative embodiment," "an example," "a specific example," or "some examples" or the like mean that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the present invention. In this specification, the schematic representations of the terms used above do not necessarily refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.

While embodiments of the present invention have been shown and described, it will be understood by those of ordinary skill in the art that: various changes, modifications, substitutions and alterations can be made to the embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the claims and their equivalents.

Claims

1. An aircraft, characterized in that it comprises

The device comprises a machine body, wherein a control circuit is arranged in the machine body;

the fixed wing comprises a first section and a second section connected with the first section, and the first section is connected with the fuselage;

the wing arm is connected with the first section and extends along the length direction of the fuselage, and first power assemblies are arranged at two ends of the wing arm;

the first electric adjusting assembly is used for adjusting the power of the first power assembly, the first electric adjusting assembly is arranged at the first section, and the first electric adjusting assembly is in communication connection with the control circuit.

2. The aircraft of claim 1, wherein the fixed wing has a first mounting cavity, the first mounting cavity is provided at a connection position of the first section and the second section, and the first electrical tilt assembly is provided in the first mounting cavity.

3. The aircraft of claim 2, wherein the fixed wing has a first connector connected to an end of the first section facing the second section, the first connector having a first groove that opens to the second section;

the second connecting piece is connected with the end part, facing the first section, of the second section, and provided with a second groove, the second groove is open towards the first connecting piece, and the second connecting piece is connected with the first connecting piece to limit the first installation cavity.

4. The aircraft of claim 3, further comprising an aileron coupled to the fixed wing, the aileron being reversible relative to the fixed wing,

the aircraft comprises a driving piece for driving the ailerons to turn, the driving piece is arranged in the first installation cavity, the ailerons are connected with the second section and can turn relative to the second section,

the driving piece is connected with the first connecting piece.

5. The aircraft of claim 3, wherein a wire guide hole is formed at the first connecting piece, and a connecting wire of the control circuit and the first electrically tunable assembly is arranged through the wire guide hole.

6. The aircraft of claim 3, wherein the fuselage has a connecting rod that is disposed through the first section,

the first connecting piece is provided with a first through hole, the connecting rod penetrates through the first through hole, part of the connecting rod is positioned in the first groove,

the second groove is opposite to the first groove and defines the first mounting cavity together, the second connecting piece is provided with a second through hole, and the part of the connecting rod penetrating through the first through hole is spliced with the second through hole.

7. The aircraft of claim 3, wherein the first segment is removably connected to the first connector; the second section is detachably connected with the second connecting piece.

8. The aircraft of claim 3, wherein one of the first and second connectors has a snap foot and the other has a snap slot adapted to the snap foot.

9. The aircraft of claim 2, wherein the wing arm is disposed through the first mounting cavity;

the control circuit is electrically connected with the first electric adjusting assembly through a first lead, and the first lead penetrates through the first section;

the first electric adjusting assembly is electrically connected with the first power assembly through a second lead, and the second lead penetrates through the wing arm.

10. The aircraft of claim 1, further comprising a second power assembly disposed on the fuselage.

11. The aircraft of claim 10, wherein the aircraft includes a second electrical trim assembly for adjusting the power level of a second power assembly, the second electrical trim assembly being communicatively coupled to the control circuit;

the second power assembly includes:

the fixed seat is connected with the machine body, a second installation cavity is defined by the fixed seat and the machine body, and the second electric adjusting assembly is arranged in the second installation cavity;

the screw, the screw with the fixing base is connected.

12. The aircraft of claim 1, wherein the first segment is removably connected to the second segment.

13. The aircraft of claim 12, wherein the fuselage is provided with a connecting rod, a free end of which has a plug-in hole, the connecting rod extending towards the second section,

the connecting rod is arranged in the first section in a penetrating way,

the second section is provided with an inserting column which is arranged in the inserting hole in a penetrating way.