CN217730764U - Combined duct aircraft - Google Patents

Abstract

The utility model relates to the technical field of aircrafts, and discloses a combined ducted aircraft, which comprises a plurality of ducted aircrafts, wherein each ducted aircraft comprises a main body and a ducted assembly, the main body comprises a support piece and a propeller assembly fixed on the support piece, and the propeller assembly at least comprises a first propeller and a second propeller which are arranged at intervals; the culvert component comprises a culvert shell and a connecting piece, the culvert shell annularly surrounds the outer side of the main body, one end of the connecting piece is connected with the culvert shell, and the other end of the connecting piece is connected with the system cabin; be equipped with a plurality of detachable auxiliary devices on the duct shell, connect through the auxiliary device who corresponds between a plurality of main parts. The ducted aircrafts are coordinated through the auxiliary devices, so that the cooperation among various devices can be realized simultaneously, and the transmission of signals and the mutual transmission and coordination of power supplies can also be realized.

Description

Combined duct aircraft

Technical Field

The utility model relates to an aircraft technical field especially relates to a combination duct aircraft.

Background

The ducted aircraft consists of a ducted shell, propeller power and a control surface mechanism. Thereby the duct shell lip department can produce the low pressure district and produce certain lift when the screw rotates, and the effect is more showing when low latitude, low-speed flight to this kind of lift-increasing effect, and the existence of duct shell also can reduce the wingtip vortex's of screw production moreover, improves the efficiency of screw. The whole of the propeller and the ducted shell is more efficient than an open propeller. The ducted aircraft has a high safety compared to multiple rotors due to the propellers being inside the ducted hull. However, ducted aircraft typically have a maximum of two propellers, provide limited drag, and are compact, so their load carrying capacity is limited. The current ducted aircraft is basically a fixed structure, is developed aiming at a certain specific requirement basically, and cannot adapt to variable task requirements.

Disclosure of Invention

In order to overcome the defects of the prior art, the utility model provides a combined duct aircraft to it is limited to solve current duct aircraft load, can not adapt to the problem of multiple task demand.

The utility model provides a technical scheme that its technical problem adopted is:

the combined ducted aircraft comprises a plurality of ducted aircraft, wherein each ducted aircraft comprises a main body and a ducted assembly, the main body comprises a support and a propeller assembly fixed on the support, and the propeller assembly at least comprises a first propeller and a second propeller which are arranged at intervals; the culvert assembly comprises a culvert shell and a connecting piece, the culvert shell surrounds the outer side of the main body in an annular shape, one end of the connecting piece is connected with the culvert shell, and the other end of the connecting piece is connected with the system cabin; the duct shell is provided with a plurality of detachable auxiliary devices, and the main bodies are connected through the corresponding auxiliary devices.

As a further improvement of the technical scheme, the connecting piece is of a cross-shaped bracket structure.

As a further improvement of the above technical solution, the auxiliary device includes a CAN interface.

As a further improvement of the above technical solution, the auxiliary device comprises a power interface.

As a further improvement of the above technical solution, the auxiliary device includes a millimeter wave radar and/or a visual sensor.

As a further improvement of the above technical solution, the adjacent main bodies are connected to the power interface through the CAN interface.

As a further improvement of the above technical solution, the ducted aircraft further comprises a load compartment located at the bottom of the main body.

As a further improvement of the above technical solution, the first propeller and the second propeller rotate in opposite directions, and/or the pitch of the first propeller is smaller than the pitch of the second propeller.

As a further improvement of the above technical solution, the ducted aircraft further comprises a control surface control assembly, the control surface control assembly comprises at least 3 control surfaces, the control surfaces are located at the bottom of the propeller assembly, and the control surfaces are symmetrically distributed.

As a further improvement of the above technical solution, the ducted aircraft further includes landing gears located at the bottom of the duct, and the number of the landing gears is the same as the number of the control surfaces.

The utility model has the advantages that: the utility model provides a combination duct aircraft, because independent duct aircraft is a aircraft unit of accomplishing, so can use for independent unit, also because the safe redundancy of combination duct aircraft is high like this, and certain duct aircraft alone breaks down and does not influence holistic use. The duct aircrafts are convenient to detach and connect, convenient to transport and combine, applicable to multiple purposes and high in practicability and economy. The ducted aircrafts are coordinated through the auxiliary devices, so that the cooperation among various devices can be realized simultaneously, and the transmission of signals and the mutual transmission and coordination of power supplies can also be realized.

Drawings

The invention will be further described with reference to the following figures and examples:

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

figure 2 is a schematic side view of a ducted aircraft in an embodiment of the present invention;

figure 3 is a cross-sectional view of a ducted aircraft in an embodiment of the present invention;

FIG. 4 is a schematic view of a portion of a ducted aircraft according to an embodiment of the present invention;

FIG. 5 is a schematic view of a portion of a control surface control assembly of a ducted aircraft according to an embodiment of the present invention;

figure 6 is a cross-sectional view of a control surface of a ducted aircraft in an embodiment of the present invention;

FIG. 7 is a schematic structural view of a support member of the ducted aircraft in an embodiment of the present invention;

FIG. 8 is a schematic view of a combination of combined ducted aircraft according to an embodiment of the present invention;

fig. 9 is a schematic view of another combination of the combined ducted aircraft in an embodiment of the present invention.

Detailed Description

The conception, specific structure and technical effects of the present invention will be described clearly and completely with reference to the accompanying drawings and embodiments, so as to fully understand the objects, aspects and effects of the present invention. It should be noted that the embodiments and features of the embodiments in the present application may be combined with each other without conflict.

It should be noted that, unless otherwise specified, when a feature is referred to as being "fixed" or "connected" to another feature, it may be directly fixed or connected to the other feature or indirectly fixed or connected to the other feature. Furthermore, the description of the upper, lower, left, right, front, rear, etc. used in the present invention is only relative to the mutual position relationship of the components of the present invention in the drawings.

Furthermore, unless defined otherwise, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art. The terminology used in the description herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention. As used herein, the term "and/or" includes any combination of one or more of the associated listed items.

The combination duct aircraft is formed by a plurality of monomer duct aircraft combinations, as shown in fig. 1-3, fig. 1 is the utility model discloses a spatial structure schematic diagram of combination duct aircraft in an embodiment, fig. 2 is the utility model discloses a side schematic diagram of duct aircraft in an embodiment, fig. 3 is the utility model discloses a cut-away view of duct aircraft in an embodiment. The ducted aircraft includes a system cabin 100 and a power part 200, the system cabin 100 is disposed at a top position of the power part 200 along a gravity direction, a battery 110 and an electronic system 120 are integrated inside, the electronic system 120 includes a flight control system and a management panel, and in this embodiment, the battery 110 is preferably disposed above the electronic system 120.

With reference to fig. 4-5, fig. 4 is a partial structural schematic diagram of the ducted aircraft according to an embodiment of the present invention, fig. 5 is a partial structural schematic diagram of a control surface control component of the ducted aircraft according to an embodiment of the present invention, fig. 6 is a cross-sectional view of a control surface of the ducted aircraft according to an embodiment of the present invention, and fig. 7 is a structural schematic diagram of a support member of the ducted aircraft according to an embodiment of the present invention. In the present embodiment, the power part 200 includes a main body 210 and a bypass assembly 220. The main body 210 includes a support 211 and a propeller assembly 230 mounted on the support 211, wherein the propeller assembly 230 includes a first propeller assembly 231 and a second propeller assembly 232.

As for the propeller assembly 230, the first propeller assembly 231 and the second propeller assembly 232 are spaced apart in the gravity direction, the first screw assembly 231 includes a first propeller 2311 and a first motor 2312, and the second screw assembly 232 includes a second propeller 2321 and a second motor 2322, specifically, in the present embodiment, the first propeller 2311 is mounted on the first motor 2312, and the second propeller 2321 is mounted on the second motor 2322, so that, correspondingly, the support 211 includes a first support 2111 and a second support 2112 spaced apart in the gravity direction, the first motor 2312 is mounted on the first support 2111, and the second motor 2322 is mounted on the second support 2112, thereby achieving the spaced apart arrangement of the first propeller assembly 231 and the second propeller assembly 232 in the vertical direction, and further ensuring that the first propeller 2311 and the second propeller 2321 are independent from each other without interference.

In this embodiment, the first and second propellers 2311 and 2321 each include at least two blades.

In another embodiment, the first and second propellers 2311, 2321 each include three blades, i.e., each is a three-bladed propeller.

In the present embodiment, the first propeller 2311 and the second propeller 2321 preferably rotate in opposite directions, so that the overall aerodynamic efficiency can be improved, and further preferably, the first propeller 2311 and the second propeller 2321 have different pitches, specifically, the pitch of the first propeller 2311 may be smaller than that of the second propeller 2321.

By controlling the respective rotational speed and rotational direction of the first and second propellers 2311, 2321, simple heading control may be achieved.

In another embodiment, the pitch of the first propeller 2311 is greater than the pitch of the second propeller 2321.

In this embodiment, the first propeller 2311 and the second propeller 2321 are of a coaxial structure, and in order to avoid the first propeller 2311 and the second propeller 2321 from contacting the ducted casing 221 and at the same time ensure that the first propeller 2311 and the second propeller 2321 have the highest operational efficiency, the clearance between the tips of the propellers and the inner wall of the ducted casing 221 is defined to be 1% -4%, preferably 2%, of the radius of the propellers (i.e. the distance from the rotation center of the propellers to the tip of the blades).

In this embodiment, the duct assembly 220 includes a duct housing 221 and a connecting member 222, and the duct housing 221 is a substantially thin-walled cylinder surrounding the outside of the main body 210, which can protect the main body 210 from movement, reduce noise, and improve overall aerodynamic efficiency.

It should be noted that, since the duct assembly 220 cannot interfere with the normal operation of the propeller assembly 230, the duct assembly 220 needs to achieve the connection of the duct housing 221 thereof with the main body 210 through the connection member 222, and the duct housing 221 is prevented from being detached from the main body 210.

Meanwhile, in order to prevent the connecting member 222 from blocking and affecting the air intake (i.e., shielding the air intake) of the propeller assembly 230, the connecting member 222 is disposed above the main body 210, and in this embodiment, the system tank 100 is located at the top of the supporting member 211, i.e., the bottom of the system tank 100 is connected to the top of the supporting member 211, so that the connecting member 222 connects the system tank 100 and the supporting member 211, and thus, the ducted casing 221 and the supporting member 211 (i.e., the main body 210) can be indirectly connected.

In order to keep the ducted enclosure 221 in a stable state, the connecting members 222 are cross-shaped brackets, the converging ends (top ends) of the cross-shaped brackets are fixed outside the system tank 100, and the diverging ends (bottom ends) thereof are respectively connected with the ducted enclosure along the circumferential direction. And simultaneously, set up connecting piece 222 as the wing section along self symmetry center line symmetry to make and to provide certain lift before the aircraft when flying, thereby can reduce the load of screw, improve overall efficiency, specifically speaking, adopt NACA 0018's wing section. Preferably, the maximum thickness of the connecting member 222 is 12% -20%, preferably 18%, of the chord length of a single cruciform baffle cross-section.

In this embodiment, the duct shell 221 is provided with detachable auxiliary devices 223, the number of the auxiliary devices 223 is preferably four, the auxiliary devices 223 are symmetrically distributed, and the auxiliary devices 223 may select millimeter wave radars, visual sensors, and the like.

In another embodiment, the auxiliary device 223 includes several CAN (controller Area Network) interfaces, so that information exchange with other ducted aircraft CAN be realized.

Further, the power portion 200 further includes a control surface control assembly 240, which includes a control surface 241, and the operation direction and the movement tendency of the aircraft are further controlled by deflecting the angle of the control surface 241.

In this embodiment, the control surface control assembly 240 includes at least 3 control surfaces 241, and the control surfaces 241 are located at the bottom of the propeller assembly 230, so that the control surfaces 241 are mounted on the third support 2113 of the support 211, and a plurality of motor mounting surfaces 2114 are reserved on the third support 2113 for matching with the control surfaces 241.

In this embodiment, the ducted aircraft includes landing gears 243 corresponding to the number of control surfaces, and the landing gears 243 are mounted at the bottom of the ducted casing 221.

The control surface 241 comprises a rotating shaft 242, and the rotating shaft 242 is located at 24% -38% of the chord length (control surface width) of the control surface 241, that is, the rotating shaft 42 is arranged at a position which is 24% -38% of the control surface width H away from the top of the control surface, and further preferably at a position of 30%, that is, the distance H of the rotating shaft 242 from the top of the control surface 241 is in the range of 0.24-0.38 times the width of the control surface 241, and the optimal position is at a position of 0.3 times the chord length of the control surface 241; one end of the rotating shaft 242 is directly driven by a servo motor installed at a position of the motor installation surface 2114 of the support 211, and the other end is installed on the landing gear 243.

In the present embodiment, the control surface 241 is provided as an airfoil symmetric to the own center line of symmetry, specifically, an NACA0012 airfoil is adopted, and preferably, the maximum thickness of the cross section of the control surface 241 is 10% -20% of the chord length (i.e. the control surface width H) of the control surface 41, and more preferably 12%.

In another embodiment, the control surface control assembly 230 includes at least 4 control surfaces 241.

In this embodiment, the bottom of the main body 200 is provided with a load chamber 300, specifically, the load chamber is provided at the bottom of the support member 210, and the load chamber 300 may be used as a load-bearing part, may be configured with a video recording and real-time transmission device or a camera, or may be mounted with a battery for improving endurance.

For the combination of ducted aircrafts, the combined ducted aircraft is composed of a plurality of ducted aircrafts, but in practice, since the main function of the ducted aircraft is embodied by the main body 200, the combined ducted aircraft may be composed of a plurality of main bodies 200, and therefore, the plurality of main bodies 200 may share one system cabin 100, or the system cabins 100 may be separately provided for control. Referring to fig. 6-7, fig. 6 is one combination of the ducted aircraft, and fig. 7 is another combination of the ducted aircraft, it should be noted that in this embodiment, in order to achieve the combination between the plurality of bodies, the detachable auxiliary device 223 on the ducted casing 221 and the load compartment 300 at the bottom of the body 200 play a key role.

According to different requirements, a plurality of main bodies 200 can be combined, when the combination forms the situation shown in fig. 6, the load compartment 300 corresponding to the main body 200 at the central position can be loaded with video monitoring equipment, and the corresponding load compartments of the four main bodies 200 at the periphery are loaded with batteries. The auxiliary device 223 of the central main body 200 is connected to the corresponding interfaces of the four surrounding main bodies 200 (i.e., the CAN interface corresponds to the CAN interface, and the power interface corresponds to the power interface) via communication lines and/or power lines, and it should be noted that the power interface is added here to connect the power supplies of the main bodies 200 to form an integral power supply, so as to optimize and manage the whole.

Furthermore, the surface of the auxiliary device 223 CAN be additionally provided with a fixture block and a clamping groove structure for positioning or limiting besides communication and power interfaces such as a CAN interface and a power interface, or magnets are arranged on the surfaces of the auxiliary devices 223 of two different main bodies, and magnetic poles are arranged oppositely when the two adjacent main bodies are connected, so that the mutual limiting between the auxiliary devices 223 is realized, and the stable state of the whole combination body CAN be still maintained when a single ducted aircraft breaks down.

Meanwhile, the auxiliary device 223 outside the combined aircraft selects a millimeter wave radar and a vision sensor to realize stable and accurate flight, so that a technical target of long-time monitoring can be realized.

When the combination forms the situation shown in fig. 7, the load compartment 300 corresponding to all the main bodies 200 CAN be loaded with video monitoring equipment, the auxiliary device 223 of the main body 200 at the central position selects a CAN interface and a power interface and is simultaneously connected with the corresponding interfaces of the four main bodies 200 at the periphery, and simultaneously, the auxiliary device 223 outside the combined aircraft selects a millimeter wave radar and a vision sensor to realize stable and accurate flight, thereby forming a four-camera platform and meeting the surveying and mapping requirements.

It should be noted that different entities 200 communicate via the CAN interface, which may avoid signal interference.

It should also be noted that, because the auxiliary device 223 is detachable, different equipment components can be selected according to specific requirements, and the selection of the loading tool of the load compartment 300 is matched, so that the adaptability of various environments and requirements of the ducted aircraft can be greatly improved, and when a certain main body fails, the failure of the whole aircraft cannot be caused.

While the invention has been described with reference to certain preferred embodiments, it will be understood by those skilled in the art that various changes in form and details may be made therein without departing from the spirit and scope of the invention as defined by the appended claims.

Claims (10)

1. The combined ducted aircraft is characterized by comprising a plurality of ducted aircraft, wherein each ducted aircraft comprises a main body and a ducted assembly, each main body comprises a support and a propeller assembly fixed on the support, and each propeller assembly at least comprises a first propeller and a second propeller which are arranged at intervals; the culvert component comprises a culvert shell and a connecting piece, the culvert shell annularly surrounds the outer side of the main body, one end of the connecting piece is connected with the culvert shell, and the other end of the connecting piece is connected with the system cabin positioned at the top of the main body; the duct shell is provided with a plurality of detachable auxiliary devices, and the main bodies are connected through the corresponding auxiliary devices.

2. The combination ducted aircraft according to claim 1, wherein said connection members are cross-strut structures.

3. The combination ducted aircraft according to claim 1, wherein said auxiliary devices include a CAN interface.

4. The combination ducted aircraft according to claim 3, wherein said auxiliary devices include a power interface.

5. The combination ducted aircraft according to claim 3, characterized in that the auxiliary device comprises a millimeter wave radar and/or a visual sensor.

6. The combination ducted aircraft according to claim 4, wherein adjacent said bodies are connected by said CAN interface and said power interface.

7. The combination ducted aircraft according to any of claims 1-6, further comprising a load compartment located at a bottom of said body.

8. The combination ducted aircraft according to any one of claims 1 to 6, wherein the direction of rotation of the first propeller and the second propeller are opposite and/or the pitch of the first propeller is smaller than the pitch of the second propeller.

9. The combination ducted aircraft according to any one of claims 1 to 6, further comprising a control surface control assembly comprising at least 3 control surfaces located at the bottom of said propeller assembly, said control surfaces being symmetrically distributed.

10. The combination ducted aircraft according to claim 9, further comprising landing gears at the bottom of the duct, the number of landing gears being the same as the number of control surfaces.

Images