WO2023141990A1 - 涵道飞行器及其涵道 - Google Patents

涵道飞行器及其涵道 Download PDF

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Publication number
WO2023141990A1
WO2023141990A1 PCT/CN2022/074792 CN2022074792W WO2023141990A1 WO 2023141990 A1 WO2023141990 A1 WO 2023141990A1 CN 2022074792 W CN2022074792 W CN 2022074792W WO 2023141990 A1 WO2023141990 A1 WO 2023141990A1
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WO
WIPO (PCT)
Prior art keywords
duct
hard part
ducted
hard
soft
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Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/CN2022/074792
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English (en)
French (fr)
Inventor
陈晓宇
李齐
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SZ DJI Technology Co Ltd
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SZ DJI Technology Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by SZ DJI Technology Co Ltd filed Critical SZ DJI Technology Co Ltd
Priority to CN202280049711.0A priority Critical patent/CN117642336A/zh
Priority to PCT/CN2022/074792 priority patent/WO2023141990A1/zh
Publication of WO2023141990A1 publication Critical patent/WO2023141990A1/zh
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C39/00—Aircraft not otherwise provided for
    • B64C39/06—Aircraft not otherwise provided for having disc- or ring-shaped wings

Definitions

  • the present application relates to the technical field of aircraft, in particular to ducted aircraft and ducts thereof.
  • the blades of the ducted aircraft are not exposed to the outside, the blades will not cause harm to the surrounding people and the environment when the blades rotate, and the ducting has positive significance for improving the power efficiency of the power system, prolonging the endurance time and reducing noise.
  • the duct is heavy, and the performance gain brought by the duct is not enough to make up for the loss of battery life caused by the weight of the duct.
  • the application proposes a ducted aircraft and ducts thereof.
  • the ducted aircraft proposed in the first aspect of the present application includes a fuselage, a duct and a power assembly, the duct is connected to the fuselage, and the duct includes:
  • At least one duct tube the side wall of the duct tube includes a hard part and a soft part connected with the hard part;
  • the power assembly is connected to the fuselage, the power assembly is at least partly disposed inside the enclosed cavity of the ducted cylinder, and the power assembly cooperates with the ducted cylinder to provide aerodynamic lift.
  • the channels proposed in the second aspect of this application include:
  • At least one ducted tube the interior of the ducted tube is used to install a rotating fan to jointly generate aerodynamic lift with the inside of the ducted tube;
  • the side wall of the duct tube includes a hard part and a soft part connected with the hard part.
  • the culvert aircraft proposed in the first aspect of the application can effectively reduce the culvert by setting the duct tube to be composed of hard parts and soft parts, and by using soft parts with a lower density.
  • the weight of the road is used to improve the power efficiency of the system and extend the battery life.
  • the soft part when the soft part is located on the outside of the hard part, the soft part can play a good role in anti-collision and vibration reduction.
  • Fig. 1 is a schematic structural view of a ducted aircraft proposed by an embodiment of the present application
  • Fig. 2 is a schematic diagram of the cooperation of the duct tube and the power assembly proposed by an embodiment of the present application;
  • Fig. 3 is a schematic diagram of the cooperation between the duct tube and the power assembly proposed in another embodiment of the present application;
  • Fig. 4 is a schematic diagram of the cooperation between the duct tube and the power assembly proposed in another embodiment of the present application.
  • Fig. 5 is a schematic structural diagram of a duct proposed in an embodiment of the present application.
  • Fig. 6 is a schematic structural diagram of a duct proposed in another embodiment of the present application.
  • Fig. 7 is a schematic diagram of the cooperation of the duct tube and the power assembly proposed by an embodiment of the present application.
  • Fig. 8 is a schematic cross-sectional view of a duct tube proposed in an embodiment of the present application.
  • Fig. 9 is a partially enlarged schematic diagram of place A in Fig. 8;
  • Fig. 10 is a schematic structural diagram of a hardware proposed in an embodiment of the present application.
  • Fig. 11 is a schematic cross-sectional view of a duct tube proposed in another embodiment of the present application.
  • Fig. 12 is a schematic cross-sectional view of a duct tube proposed in another embodiment of the present application.
  • Fig. 13 is a schematic cross-sectional view of a duct tube proposed in another embodiment of the present application.
  • FIG. 14 is a schematic structural diagram of the software shown in FIG. 13 .
  • the embodiment of the present application proposes a ducted aircraft 100
  • the proposed ducted aircraft 100 includes a fuselage 10, a duct 20 and a power assembly 30, the duct 20 is connected to the fuselage 10,
  • the duct 20 includes at least one duct tube 21
  • the side wall of the duct tube 21 includes a hard part 211 and a soft part 212 connected with the hard part 211 .
  • the power assembly 30 is connected to the fuselage 10 , and the power assembly 30 is at least partly disposed inside the enclosed cavity of the duct tube 21 , and the power assembly 30 cooperates with the duct tube 21 to provide aerodynamic lift.
  • connection between the power assembly 30 and the fuselage 10 includes at least two ways.
  • the duct tube 21 is connected to the fuselage 10
  • the power assembly 30 is connected to the fuselage 10 through a connector 40
  • the end of the connector 40 away from the fuselage 10 is located at the bottom of the duct tube 21
  • the power assembly 30 is installed on the connector 40
  • the power assembly 30 is at least partially disposed in the cavity formed by the duct tube 21 .
  • the duct tube 21 is connected to the fuselage 10, and the cavity surrounded by the duct tube 21 is provided with a support 50, and the power assembly 30 is installed on the support 50, that is, , the power assembly 30 is connected to the fuselage 10 through the support member 50 and the duct barrel 21 , and the power assembly 30 is at least partially located in the cavity formed by the duct barrel 21 .
  • the support member 50 may be provided on the inner side wall of the duct tube 21, or on the outer side wall of the duct tube 21.
  • the support member 50 is located on the top or bottom of the duct tube 21 .
  • the support member 50 includes a plurality of claws extending to connect with the top or bottom of the duct tube 21 .
  • the power assembly 30 is installed in the middle of the support member 50 .
  • the top and bottom here are relative to the orientation of the ducted aircraft 100 in normal use.
  • the duct 20 aircraft proposed in the embodiment of the present application is composed of hard parts 211 and soft parts 212 by setting the side wall of the duct tube 21.
  • the weight of the battery can improve the power efficiency of the system and prolong the battery life.
  • the soft part 212 when the soft part 212 is located on the outer wall of the hard part 211, the soft part 212 can play a good role in anti-collision and vibration reduction.
  • the duct 20 includes four duct tubes 21 , and the four duct tubes 21 form a surrounding distribution structure.
  • the four duct tubes 21 include a first duct tube 21a, a second duct tube 21b, a third duct tube 21c and a fourth duct tube 21d, and the first duct tube 21a and the second duct tube
  • the cylinder 21b is tangent and connected
  • the second duct cylinder 21b is tangent and connected to the third duct cylinder 21c
  • the third duct cylinder 21c is tangent to and connected to the fourth duct cylinder 21d
  • the fourth duct cylinder 21d is connected to the fourth duct cylinder 21d.
  • the first duct tubes 21a are tangent and connected, so that the two-by-two connection forms the surrounding distribution structure.
  • the fourth duct tube 21d and the first duct tube 21a are not limited to being tangent and connected, and it is also possible to set them at intervals, as long as the first duct tube 21a, the second duct tube 21b,
  • the third duct tube 21c and the fourth duct tube 21d are distributed in four directions, front, rear, left, and right, so as to form the surrounding distribution structure.
  • the fuselage 10 is arranged on the top of the four duct tubes 21 and is located in the area enclosed by the four duct tubes 21, so as to prevent the fuselage 10 from blocking the airflow generated by the duct tubes 21.
  • the part of the fuselage 10 it is also possible for the part of the fuselage 10 to exceed the area enclosed by the four duct tubes 21 .
  • the four duct tubes 21 are integrally formed.
  • a connection column 213 is provided at the joint of two adjacent duct tubes 21 , and the duct 20 and the fuselage 10 of the aircraft are fastened to the connection column 213 by bolts.
  • the connecting column 213 is not limited to be arranged at the joint of two adjacent duct tubes 21 , and can also be provided at other positions on the duct tube 21 , which can be determined according to actual design requirements.
  • the four duct tubes 21 are not limited to being integrally formed.
  • as shown in FIG. 21 are separately molded and combined by mechanical connection to form the surrounding distribution structure.
  • at least two lugs 214 are formed on the outer side wall of each duct tube 21 during molding, and between two adjacent duct tubes 21 Through the lugs 214 being connected together, the fuselage 10 of the duct 20 and the aircraft can also be fastened together with the duct tube 21 through the lugs 214 .
  • the duct 20 is not limited to include four duct tubes 21 .
  • the duct 20 includes three duct tubes 21 , two duct tubes 21 are arranged on both sides of the fuselage 10 , and the remaining one duct tube 21 is arranged at the tail of the fuselage 10 .
  • the duct 20 includes two duct tubes 21 , and the two duct tubes 21 are respectively arranged on two sides of the fuselage 10 .
  • the duct 20 only includes one duct tube 21 , and the duct tube 21 is arranged in the middle of the fuselage 10 .
  • the duct 20 may also include more than four duct tubes 21, depending on actual design requirements.
  • the duct tube 21 includes a central axis S, and the cross-sectional shape of the tube wall of the duct tube 21 in the first section is an airfoil, and the mid-arc line M of the airfoil is directed toward the central axis.
  • S is convex, wherein the first section passes through the central axis S.
  • the definition of the middle arc M is the line connecting the midpoints of the upper and lower surfaces of the airfoil in the Y direction.
  • the said first cross-section passes through the central axis S means that the first cross-section is coplanar with the central axis S, that is, the first cross-section extends along the axial direction of the duct tube 21 and passes through the central axis S in this embodiment.
  • the cross-sectional shape of the tube wall of the duct tube 21 as an airfoil at the first section, the front flow field and the rear flow field of the duct tube 21 can be effectively optimized, and the thrust of the duct tube 21 can be effectively increased. .
  • the duct 21 includes an air inlet 215 and an air outlet 216 , and the diameter of the air inlet 215 gradually increases in a direction away from the air outlet 216 .
  • the air intake area of the duct tube 21 is increased to increase the airflow energy for the airflow acceleration of the air inlet 215, and secondly, by setting the diameter of the air inlet 215 to gradually increase, a flow diversion effect is formed for the duct tube 21 , can effectively prevent the gas from being separated instantly when it hits the duct tube 21 at the air inlet 215, which will affect the efficiency and safety of the duct tube 21.
  • the surface of the air inlet 215 of the duct tube 21 is a smooth and transitional surface.
  • the diameter of the air outlet 216 gradually increases in a direction away from the air inlet 215 .
  • a flow diversion effect can be formed on the rear flow field of the bypass tube 21 , so as to prevent the gas from generating a vortex flow in the rear flow field of the bypass tube 21 .
  • the duct tube 21 includes an air inlet end 21a and an air outlet end 21b, and the outer diameter of the duct tube 21 gradually decreases from the air inlet end 21a toward the air outlet end 21b. That is to say, the duct tube 21 is roughly funnel-shaped from the air inlet end 21a to the air outlet end 21b.
  • the air intake of the duct tube 21 is large, and the air outlet 216 is narrowed to improve the outflow of the gas flowing out from the air outlet 216. , so as to obtain better thrust.
  • the power assembly 30 includes a propeller 31 , and the distance between the cavity wall formed by the duct tube 21 and the propeller 31 is 0.5 mm ⁇ 0.1 mm.
  • both the hard part 211 and the soft part 212 form a ring, and the hard part 211 and the soft part 212 are connected in a ring direction.
  • both the hard part 211 and the soft part 212 can be arranged in a ring shape, and the hard part 211 and the soft part 212 are connected in a ring direction.
  • the soft part 212 may not be ring-shaped.
  • the outer wall of the hard part 211 can only be set in sections.
  • the hard part 211 is ring-shaped, and the soft part 212 is disposed on the outer wall of the hard part 211 .
  • the inner ring of the duct tube 21 adopts the hard part 211 , the strength of the hard part 211 is relatively high, which can maintain the structure of the inner ring of the duct tube 21 and maintain the aerodynamic performance of the duct tube 21 .
  • the soft part 212 is arranged on the outer wall of the hard part 211, the duct tube 21 has a vibration damping effect, which can play a very good anti-collision effect.
  • the outer wall of the hard part 211 is provided with a plurality of ribs 2111 , and the ribs 2111 are embedded in the soft part 212 .
  • the bonding area between the hard part 211 and the soft part 212 can be increased, and the bonding force between the hard part 211 and the soft part 212 can be increased, so that the soft part 212 can be more It is firmly combined with the hard part 211 to reduce the situation that the soft part 212 falls off during the use of the duct tube 21 .
  • the ribs 2111 extend along the axial direction of the hard part 211 , and a plurality of ribs 2111 are arranged at intervals along the circumferential direction of the hard part 211 .
  • any part where the soft part 212 is combined with the hard part 211 has a relatively large bonding force, so as to prevent the soft part 212 from partially falling off.
  • the ribs 2111 are not limited to the above arrangement.
  • the ribs 2111 extend along the The axial spacing of the pieces 211 is arranged.
  • the hard part 211 extends along the outside of the cavity; near the bottom of the cavity, the hard part 211 extends along the outside of the cavity.
  • the inner ring of the duct tube 21 is enclosed and formed by the hard part 211 to the maximum extent.
  • the hard part 211 has high strength and is not easily deformed, and can better maintain the aerodynamic performance of the duct tube 21 .
  • the cross-sectional shape of the hard part 211 is crescent-shaped.
  • the outer surface of the rib 2111 and the outer surface of the combination of the hard part 211 and the soft part 212 can be provided with a rough structure, and the bonding force between the hard part 211 and the soft part 212 can be increased by setting the rough structure , to reduce the situation that the soft part 212 and the hard part 211 are not firmly combined and fall off.
  • it is not limited to having a rough structure.
  • protrusions or grooves may be provided on the two opposite surfaces of the ribs 2111. The protrusions or grooves on the ribs 2111 and the soft material The protrusion or the groove of the part 212 cooperates, so that the hard part 211 and the soft frame are snapped together, and it is less likely to fall off.
  • the soft part 212 is not limited to be arranged on the outer wall of the hard part 211, for example, in some other embodiments, the hard part 211 is ring-shaped, and the soft part 212 is arranged on the inner side of the hard part 211 wall.
  • the inner wall of the hard part 211 may also be provided with a plurality of ribs 2111 , and the ribs 2111 are embedded in the soft part 212 .
  • the structure of the ribs 2111 and the connection relationship between the ribs 2111 and the software component 212 can refer to the above-mentioned embodiments, which will not be repeated here.
  • the soft part 212 is connected to the hard part 211 by double injection molding, that is, the hard part 211 is injection molded in one mold first, and then the molded hard part 211 is taken out and placed in another mold.
  • the soft part 212 is injection-molded in the mold, and the soft part 212 is connected to the hard part 211 by secondary injection molding, so that the combination between the hard part 211 and the soft part 212 can be firm, and the soft part 212 is not easy to fall off .
  • the soft part 212 is not limited to being connected to the hard part 211 by secondary injection molding.
  • the mass part 211 and then inject the material of the soft part 212 into the cavity of the mold to form the soft part 212 on the hard part 211.
  • the software component 212 is connected to the hardware component 211 by bonding.
  • the soft part 212 is ring-shaped, and the hard part 211 is formed on the entire outer surface of the soft part 212 by secondary injection molding.
  • the cross-sectional shape of the soft part 212 is the same as that of the duct tube 21, and the hard part 211 is a layered structure uniformly covering the outer surface of the soft part 212.
  • the soft part 212 is made of a material with a lower density, the weight of the whole duct 20 can be greatly reduced, so that the duct 20 can be obtained for the aircraft. Long battery life.
  • the hard part 211 is ring-shaped, and the soft part 212 is formed on the entire outer surface of the hard part 211 by secondary injection molding.
  • the duct tube 21 has a better anti-collision effect, and the soft part 212 wraps the entire hard part 211, so that the combination of the soft part 212 and the hard part 211 is the best, and the duct tube 21 is in the During use, the software 212 will not fall off.
  • the software component 212 is detachably connected to the hardware component 211 .
  • the soft part 212 if the soft part 212 is arranged on the outer side wall of the hard part 211, when the duct tube 21 is damaged due to collision or other reasons, the soft part 212 can be replaced, so that the duct tube 21 can be replaced. Obtain better anti-collision effect.
  • the software part 212 is set on the inner wall of the hard part 211, a variety of software parts 212 with different aerodynamic characteristics can be designed, and the user can replace the software part 212 with different aerodynamic characteristics according to actual needs, thereby obtaining different flying experience.
  • the software 212 can be removed, and the duct tube 21 can be used as a common propeller.
  • the hard part 211 is ring-shaped
  • the soft part 212 is an arc-shaped structure or a ring structure with a receiving groove 2121 inside
  • the side wall of the soft part 212 is provided with a connecting receiving groove 2121
  • the opening 2122 of the soft part 212 is detachably sleeved on the hard part 211 through the opening 2122 .
  • the soft part 212 wrapping the hard part 211 from the inner wall of the hard part 211 as an example, when installing, put the hard part 211 into the receiving groove 2121 through the opening 2122, and the parts on both sides of the opening 2122 of the soft part 212 are against Connected to the upper and lower sides of the hard part 211 , so that the soft part 212 is tightly locked outside the hard part 211 .
  • the soft part 212 is not limited to the detachable connection with the hard part 211 in the above-mentioned manner.
  • the mass 211 realizes the detachable connection.
  • the power assembly 30 includes a propeller 31 , and the inner ring structure of the duct tube 21 close to the propeller 31 is part or all of the hard part 211 .
  • the rigid part 211 since the rigid part 211 has better rigidity and strength, it can maintain its shape, which is beneficial to control the assembly clearance between the propeller 31 and the ducted tube 21 and maintain the better aerodynamic characteristics of the ducted tube 21 .
  • the thickness of the soft part 212 is greater than the thickness of the hard part 211 .
  • the soft part 212 with a larger thickness can play a better vibration damping effect, thereby playing a better anti-collision effect.
  • the duct tube 21 contains the soft part 212 of more materials. The weight of 21 makes the ducted 20 aircraft obtain a longer endurance time.
  • the volume of the software component 212 is greater than two-thirds of the volume of the hardware component 211 .
  • the weight of the entire duct tube 21 can be greatly reduced when the soft part 212 is made of a material with a lower density while maintaining the duct tube 21 to meet the strength requirements, so that the duct aircraft 100 can get a longer battery life.
  • the hard part 211 is a hard part 211 made of at least one material among plastic, metal, wood, glass fiber and carbon fiber.
  • the hard part 211 is made of PC (Polycarbonate, polycarbonate) plastic, or a mixture of nylon plastic and glass fiber, or a mixture of nylon plastic and carbon fiber.
  • the soft part 212 is a soft part 212 made of foam material.
  • the soft part 212 is made of PU (polyurethane, polyurethane) foam material, or TPU (Thermoplastic polyurethanes, thermoplastic polyurethane elastomer) foam material, or made of foam.
  • the hard part 211 is ring-shaped
  • the soft part 212 is an air bag or a liquid bag disposed on the inner sidewall and/or the outer sidewall of the hard part 211 .
  • the ducted aircraft 100 further includes a camera device (not shown) installed on the fuselage, and the camera device is used for shooting video.
  • the ducted aircraft 100 further includes a positioning device (not shown) installed on the fuselage, and the positioning device is used for positioning the ducted aircraft 100 .
  • the embodiment of the present application also proposes a duct 20, the proposed duct 20 includes at least one duct tube 21, and the inside of the duct tube 21 is used to install a rotating fan, and the duct The interior of the barrel 21 jointly generates aerodynamic lift, wherein the side wall of the ducted barrel 21 includes a hard part 211 and a soft part 212 connected with the hard part 211 .
  • the inner ring structure of the duct tube 21 close to the rotating fan is part or all of the hard part 211 .
  • the thickness of the soft part 212 is greater than the thickness of the hard part 211 .
  • the hard part 211 is ring-shaped, and the soft part 212 is disposed on the outer sidewall and/or the inner sidewall of the hard part 211 .
  • the outer wall and/or the inner wall of the hard part 211 are provided with a plurality of ribs 2111 , and the ribs 2111 are embedded in the soft part 212 .
  • the ribs 2111 extend along the axial direction of the hard part 211 , and a plurality of ribs 2111 are arranged at intervals along the circumferential direction of the hard part 211 .
  • the ribs 2111 extend along the circumferential direction of the hard part 211 , and a plurality of ribs 2111 are arranged at intervals along the axial direction of the hard part 211 .
  • the soft part 212 is connected to the hard part 211 by means of secondary injection molding, inlay injection molding or bonding.
  • the software component 212 is detachably connected to the hardware component 211 .
  • the hard part 211 is in the shape of a ring
  • the soft part 212 is an arc-shaped structure or a ring structure with a receiving groove inside.
  • the opening 2122 is detachably sleeved on the hardware 211 .
  • the hard part 211 is ring-shaped, and the soft part 212 is formed on the entire outer surface of the hard part 211 by secondary injection molding.
  • the soft part 212 is ring-shaped, and the hard part 211 is formed on the entire outer surface of the soft part 212 by secondary injection molding.
  • the duct 20 includes four duct tubes 21, and the four duct tubes 21 form a surrounding distribution structure.
  • the hard part 211 is a hard part made of at least one material among plastic, metal, wood, glass fiber and carbon fiber.
  • the soft part 212 is a soft part made of foam material.
  • the hard part 211 is ring-shaped
  • the soft part 212 is an air bag or a liquid bag disposed on the inner sidewall and/or the outer sidewall of the hard part 211 .
  • the duct tube 21 includes a central axis S, and the cross-sectional shape of the tube wall of the duct tube 21 at the first section is an airfoil, and the midline M of the airfoil protrudes toward the central axis S, wherein, The first section passes through the central axis S.
  • the duct tube 21 includes an air inlet 215 and an air outlet 216 , and the diameter of the air inlet 215 gradually increases in a direction away from the air outlet 216 .
  • the diameter of the air outlet 216 gradually increases in a direction away from the air inlet 215 .
  • the duct tube 21 includes an air inlet end 21a and an air outlet end 21b, and the outer diameter of the duct tube 21 gradually decreases from the air inlet end 21a toward the air outlet end 21b.

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Abstract

一种涵道飞行器（100），包括机身（10）、涵道（20）和动力组件（30），涵道（20）与机身（10）连接，涵道（20）包括至少一个涵道筒（21），涵道筒（21）包括硬质件（211）和与硬质件（211）连接的软质件（212），动力组件（30）与机身（10）连接，动力组件（30）至少部分设于涵道筒（21）的内侧，动力组件（30）与涵道筒（21）配合提供气动升力。一种涵道（20），用于该种涵道飞行器（100）。如此设置涵道筒由硬质件和软质件结合组成，采用密度较小的软质件，可以降低涵道的重量，提高系统的力效，延长续航时间，当软质件位于硬质件的外侧时，软质件可以起到很好的防撞作用。

Description

涵道飞行器及其涵道 技术领域
本申请涉及飞行器技术领域，尤其涉及涵道飞行器及其涵道。
背景技术
涵道飞行器由于桨叶不会暴露在外面，桨叶旋转时不会对周围的人和环境造成伤害，而且涵道对提升动力系统力效、延长续航时间长和缩小噪声有着积极的意义。但是，涵道的重量大，由涵道带来的性能收益不足以弥补涵道的重量所导致的续航损失。
发明内容
有鉴于此，本申请提出了涵道飞行器及其涵道。
本申请第一方面提出的涵道飞行器，包括机身、涵道和动力组件，所述涵道与所述机身连接，所述涵道包括：
至少一个涵道筒，所述涵道筒的侧壁包括硬质件和与所述硬质件连接的软质件；
所述动力组件与所述机身连接，所述动力组件至少部分设于所述涵道筒的围合成的腔体内侧，所述动力组件与所述涵道筒配合提供气动升力。
本申请第二方面提出的涵道，包括：
至少一个涵道筒，所述涵道筒内部用于安装旋转风扇，以和所述涵道筒的内部共同产生气动升力；
其中，所述涵道筒的侧壁包括硬质件和与所述硬质件连接的软质件。
从上述的技术方案可以看出，本申请第一方面提出的涵道飞行器，通过设置涵道筒由硬质件和软质件结合组成，通过采用密度较小的软质件，可以有效降低涵道的重量，以提高系统的力效，延长续航时间。此外，当软质件位于硬质件的外侧时，软质件可以起到很好的防撞和减振的作用。
附图说明
为了更清楚地说明本申请实施例技术方案，下面将对实施例描述中所需要使用的附图作简单地介绍，显而易见地，下面描述中的附图是本申请的一些实 施例，对于本领域普通技术人员来讲，在不付出创造性劳动的前提下，还可以根据这些附图获得其他的附图。
图1是本申请一实施例提出的涵道飞行器的结构示意图；
图2是本申请一实施例提出的涵道筒和动力组件的配合示意图；
图3是本申请另一实施例提出的涵道筒和动力组件的配合示意图；
图4是本申请另一实施例提出的涵道筒和动力组件的配合示意图；
图5是本申请一实施例提出的涵道的结构示意图；
图6是本申请另一实施例提出的涵道的结构示意图；
图7是本申请一实施例提出的涵道筒和动力组件的配合示意图；
图8是本申请一实施例提出的涵道筒的剖面示意图；
图9是图8中A处的局部放大示意图；
图10是本申请一实施例提出的硬质件的结构示意图；
图11是本申请另一实施例提出的涵道筒的剖面示意图；
图12是本申请另一实施例提出的涵道筒的剖面示意图；
图13是本申请另一实施例提出的涵道筒的剖面示意图；
图14是图13中所示的软质件的结构示意图。
具体实施方式
下面将结合本申请实施例中的附图，对本申请实施例中的技术方案进行清楚、完整地描述，显然，所描述的实施例是本申请一部分实施例，而不是全部的实施例。基于本申请中的实施例，本领域普通技术人员在没有做出创造性劳动前提下所获得的所有其他实施例，都属于本申请保护的范围。
还应当理解，在此本申请说明书中所使用的术语仅仅是出于描述特定实施例的目的而并不意在限制本申请。如在本申请说明书和所附权利要求书中所使用的那样，除非上下文清楚地指明其它情况，否则单数形式的“一”、“一个”及“该”意在包括复数形式。
还应当进一步理解，在本申请说明书和所附权利要求书中使用的术语“和/或”是指相关联列出的项中的一个或多个的任何组合以及所有可能组合，并且包括这些组合。
如图1和图8所示，本申请的实施例提出一种涵道飞行器100，提出的涵道 飞行器100包括机身10、涵道20和动力组件30，涵道20与机身10连接，涵道20包括至少一个涵道筒21，涵道筒21的侧壁包括硬质件211和与硬质件211连接的软质件212。动力组件30与机身10连接，动力组件30至少部分设于涵道筒21的围合成的腔体内侧，动力组件30与涵道筒21配合提供气动升力。
其中，动力组件30与机身10连接至少包括两种方式。其中一种方式，如图2所示，涵道筒21与机身10连接，动力组件30通过连接件40与机身10连接，连接件40远离机身10的一端位于涵道筒21的底部或顶部，动力组件30安装于连接件40，动力组件30至少部分设于涵道筒21围合成的腔体内。另一种方式，如图3和图4所示，涵道筒21与机身10连接，涵道筒21围合成的腔体设有支撑件50，动力组件30安装于支撑件50，也即，动力组件30通过支撑件50和涵道筒21与机身10实现连接，动力组件30至少部分位于涵道筒21围合成的腔体。可选地，支撑件50可以是设于涵道筒21的内侧壁，也可以是设于涵道筒21的外侧壁，示例性地，支撑件50设于涵道筒21的外侧壁时，支撑件50位于涵道筒21的顶部或底部，支撑件50包括多个支爪，多个支爪延伸至与涵道筒21的顶部或底部连接，动力组件30安装于支撑件50的中部。此处的顶部和底部是相对于涵道飞行器100的正常使用状态下的方位而言的。
本申请实施例提出的涵道20飞行器，通过设置涵道筒21的侧壁由硬质件211和软质件212结合组成，通过采用密度较小的软质件212，可以有效降低涵道20的重量，以提高系统的力效，延长续航时间。此外，当软质件212位于硬质件211的外侧壁时，软质件212可以起到很好的防撞和减振的作用。
如图5所示，在一些实施例中，涵道20包括四个涵道筒21，四个涵道筒21形成四周分布结构。示例性地，四个涵道筒21包括第一涵道筒21a、第二涵道筒21b、第三涵道筒21c和第四涵道筒21d，第一涵道筒21a与第二涵道筒21b相切并连接，第二涵道筒21b与第三涵道筒21c相切并连接，第三涵道筒21c与第四涵道筒21d相切并连接，第四涵道筒21d与第一涵道筒21a相切并连接，如此，两两连接形成所述的四周分布结构。当然，第一涵道筒21a和第二涵道筒21b之间、第二涵道筒21b和第三涵道筒21c之间、第三涵道筒21c和第四涵道筒21d之间、第四涵道筒21d和第一涵道筒21a之间不局限于设置为相切并连接，两两之间间隔设置也是可以的，只要第一涵道筒21a、第二涵道筒21b、第三涵道筒21c和第四涵道筒21d分布在前后左右四个方位以形成所述的四周分布结构即可。可选地，机身10设于四个涵道筒21的顶部并位于四个涵道筒 21围合形成的区域内，避免机身10对涵道筒21的产生的气流形成阻挡。当然，根据实际设计需要，机身10部分超过四个涵道筒21围合形成的区域也是可以的。
在一些实施例中，四个涵道筒21一体成型。可选地，相邻的两个涵道筒21的连接处设有连接柱213，涵道20飞行器的机身10通过螺栓紧固于该连接柱213。当然，连接柱213不局限于设置在相邻的两个涵道筒21的连接处，也可以设置在涵道筒21上的其他位置，具体可以根据实际设计需要而定。
需要说明的是，四个涵道筒21不局限于设置为一体成型，例如，在其他一些实施例中，如图6所示，可以是四个涵道筒21单独成型，四个涵道筒21单独成型后通过机械连接组合形成所述的四周分布结构，例如，每个涵道筒21在成型时其外侧壁同时成型至少两个凸耳214，相邻的两个涵道筒21之间通过该凸耳214连接在一起，涵道20飞行器的机身10也可以通过该凸耳214与涵道筒21紧固在一起。
当然，涵道20不局限于包括四个涵道筒21。例如，在其他一些实施例中，涵道20包括三个涵道筒21，其中两个涵道筒21设于机身10的两侧，剩余一个涵道筒21设于机身10的尾部。再例如，在其他一些实施例中，涵道20包括两个涵道筒21，两个涵道筒21分别设于机身10的两侧。再例如，在其他一些实施例中，涵道20只包括一个涵道筒21，涵道筒21设于机身10中部。当然，涵道20也可以包括四个以上的涵道筒21，具体根据实际设计需要而定。
如图7所示，在一些实施例中，涵道筒21包括一中轴线S，涵道筒21的筒壁在第一截面的截面形状为翼型，翼型的中弧线M朝向中轴线S凸出，其中，第一截面经过中轴线S。其中，中弧线M的定义是翼型上下表面Y向高度中点的连线，在本实施中是指涵道筒21内外表面在涵道筒21厚度方向中点的连线。所述的第一截面经过中轴线S指的是第一截面与中轴线S共面，即在本实施例中第一截面沿涵道筒21的轴向方向延伸并经过中轴线S。以该实施方式，通过设置涵道筒21的筒壁在第一截面的截面形状为翼型，能够有效优化涵道筒21的前流场和后流场，能够有效提成涵道筒21的推力。
如图7所示，在一些实施例中，涵道筒21包括进风口215和出风口216，进风口215的口径在远离出风口216的方向上逐渐增大。以该实施方式，首先增加了涵道筒21的进气面积，为进风口215的气流加速增加气流能量，其次通过设置进风口215的口径逐渐增大，为涵道筒21形成了导流效果，可以有效避 免气体在进风口215处碰到涵道筒21时瞬间发生分离，对涵道筒21的效率和安全性造成影响，可以理解地，如果气体在进风口215处碰到涵道筒21时发生了分离，分离的气流会在涵道筒21的内外侧形成漩涡气流，漩涡气流会影响螺旋桨的效率，也容易引起螺旋桨叶片的振动，存在安全隐患。可选地，涵道筒21的进风口215的表面为光滑过渡的表面。
在一些实施例中，出风口216的口径在远离进风口215的方向上逐渐增大。以该实施方式，可以对涵道筒21的后流场形成导流效果，避免气体在涵道筒21的后流场产生漩涡气流。
在一些实施例中，涵道筒21包括进风端21a和出风端21b，涵道筒21的外径从进风端21a朝向出风端21b逐渐减小。也即涵道筒21从进风端21a到出风端21b大致呈漏斗状，以该实施方式，涵道筒21的进风量大，出风口216缩小可以提高从出风口216流出的气体的流出，从而获得较好的推力。
在一些实施例中，动力组件30包括螺旋桨31，涵道筒21围合成的腔体壁与螺旋桨31的间距为0.5mm±0.1mm。
在一些实施例中，硬质件211和软质件212均围合成环形，且硬质件211和软质件212在环形方向上相连接。例如，对于单独成型的涵道筒21，硬质件211和软质件212均可以设置为环形，硬质件211和软质件212在环形方向上相连接。当然，在其他一些实施例中，软质件212可以不是环形，例如，多个涵道筒21设置成一体成型时，由于硬质件211与硬质件211之间存在连接，软质件212于硬质件211的外侧壁只能设置成分段式。
如图8和图9所示，在一些实施例中，硬质件211呈环形，软质件212设于硬质件211的外侧壁。以该实施方式，首先，涵道筒21的内圈采用硬质件211，硬质件211的强度较高，可以保持涵道筒21的内圈结构，维持涵道筒21的气动性能。其次，通过将软质件212设于硬质件211的外侧壁，使得涵道筒21具有减振作用，可以起到很好的防撞效果。
如图9所示，在一些实施例中，硬质件211的外侧壁设有多个筋条2111，筋条2111嵌于软质件212内。以该实施方式，通过设置多个筋条2111可以增大硬质件211和软质件212的结合面积，增大硬质件211和软质件212的结合力，使得软质件212可以更加牢固地结合在硬质件211上，以减少涵道筒21在使用过程中出现软质件212脱落的情况。
如图9所示，在一些实施例中，筋条2111沿硬质件211的轴向延伸，且多 个筋条2111沿硬质件211的周向间隔排布。以该实施方式，使得软质件212与硬质件211结合的任意部位均具有较大的结合力，避免出现软质件212出现局部脱落的情况。当然，筋条2111不局限于上述的设置方式，例如，在其他一些实施例中，如图10所示，筋条2111沿硬质件211的周向延伸，且多个筋条2111沿硬质件211的轴向间隔排布。
在一些实施例中，在靠近腔体的上部，硬质件211沿腔体的外侧延伸；在靠近腔体的底部，硬质件211沿腔体的外侧延伸。以该实施方式，使得涵道筒21的内圈最大化地由硬质件211围合形成，硬质件211强度高，不容易变形，可以较好地维持涵道筒21的气动性能。可选地，硬质件211的截面形状呈月牙形。
在一些实施例中，筋条2111的外表面和硬质件211与软质件212结合的外表面可以设有粗糙结构，通过设置粗糙结构可以增加硬质件211和软质件212的结合力，减少软质件212与硬质件211结合不牢出现脱落的情况。当然，不局限于设有粗糙结构，例如，在其他一些实施例中，可以在筋条2111相对的两个表面设有凸起或者凹槽，筋条2111上的凸起或者凹槽与软质件212的凸起或者凹槽配合，使得硬质件211与软质架咬合在一起，更不容易出现脱落的情况。
需要说明的是，软质件212不局限于设置在硬质件211的外侧壁，例如，在其他一些实施例中，硬质件211呈环形，软质件212设于硬质件211的内侧壁。在该实施例中，可选地，硬质件211的内侧壁也可以设有多个筋条2111，筋条2111嵌于软质件212内。筋条2111的结构及筋条2111和软质件212的连接关系可以参照上述实施例，在此不做赘述。
在一些实施例中，软质件212采用二次注塑的方式连接于硬质件211，也即在一个模具中先注塑成型硬质件211，然后将成型的硬质件211取出放到另一个模具中注塑成型软质件212，软质件212通过二次注塑的方式连接于硬质件211，可以使得硬质件211和软质件212之间结合牢固，软质件212不容易发生脱落。当然，软质件212不局限于采用二次注塑的方式连接于硬质件211，例如，软质件212也可以采用镶嵌注塑的方式连接于硬质件211，也即在模具中放入硬质件211，然后在模具的型腔中注入软质件212的材料，以在硬质件211上成型软质件212。在其他一些实施例中，软质件212采用粘接的方式连接于硬质件211。
如图11所示，在一些实施例中，软质件212呈环形，硬质件211通过二次注塑成型于整个软质件212的外表面。可选地，软质件212的横截面形状与涵 道筒21的横截面形状相同，硬质件211为均匀覆盖在软质件212外表面的层状结构。以该实施方式，由于整个涵道筒21的外表面均为硬质件211，可以保证涵道筒21的形状，使得涵道筒21可以维持其气动特性。而且整个涵道筒21的主体部分都是软质件212，当软质件212采用密度较小的材料制成时，可以大幅降低整个涵道20的重量，从而可以为涵道20飞行器获得较长的续航时间。
如图12所示，在一些实施例中，硬质件211呈环形，软质件212通过二次注塑成型于整个硬质件211的外表面。以该实施方式，使得涵道筒21具有较好的防撞效果，而且软质件212包裹整个硬质件211，使得软质件212和硬质件211结合的最好，涵道筒21在使用的过程中不会出现软质件212脱落的情况。
如图13所示，在一些实施例中，软质件212可拆卸连接于硬质件211。以该实施方式，如果软质件212是设于硬质件211的外侧壁，当涵道筒21由于碰撞或者其他原因受损时，可以对软质件212进行更换，使得涵道筒21重新获得较好的防撞效果。其次，如果软质件212是设于硬质件211的内侧壁，可以设计多款不同气动特性的软质件212，用户可以根据实际使用需要更换不同气动特性的软质件212，从而获得不同的飞行体验。此外，用户不想使用软质件212时，可以将软质件212拆下，涵道筒21作为普通桨保使用。
如图14所示，在一些实施例中，硬质件211呈环形，软质件212为内部具有收容槽2121的弧形结构或环形结构，软质件212的侧壁设有连通收容槽2121的开口2122，软质件212通过开口2122可拆卸地套设于硬质件211。以软质件212从硬质件211的内侧壁包裹硬质件211为例，安装时，将硬质件211通过开口2122置入收容槽2121内，软质件212开口2122两侧的部分抵接在硬质件211的上下两侧，从而使得软质件212套牢在硬质件211外。以该实施方式，非常方便软质件212的拆装。当然，软质件212不局限于采用上述的方式与硬质件211实现可拆卸连接，例如，在其他一些实施例中，软质件212可以通过螺栓紧固或者卡扣等机械连接方式与硬质件211实现可拆卸连接。
在一些实施例中，动力组件30包括螺旋桨31，涵道筒21靠近螺旋桨31的内环结构为部分或全部的硬质件211。以该实施方式，由于硬质件211刚度和强度较优，可以保持形状，从而有利于控制螺旋桨31和涵道筒21的装配间隙，维持涵道筒21较优的气动特性。
在一些实施例中，沿涵道筒21的径向方向，软质件212的厚度大于硬质件211的厚度。以该实施方式，当软质件212位于硬质件211的外侧时，具有较大 厚度的软质件212可以起到更好的减振作用，从而起到更好的防撞效果。而且通过设置较大厚度的软质件212，也即涵道筒21包含了较多材料的软质件212，当软质件212采用密度较小的材料制造时，可以大幅降低整个涵道筒21的重量，使得涵道20飞行器可以获得较长的续航时间。
在一些实施例中，软质件212的体积大于硬质件211的三分之二的体积。以该实施方式，既可以在维持涵道筒21符合强度要求的情况下，当软质件212采用密度较小的材料制造时，又可以大幅降低整个涵道筒21的重量，使得涵道飞行器100可以获得较长的续航时间。
在一些实施例中，硬质件211为采用塑胶、金属、木材、玻璃纤维和碳纤维中的至少一种材料制成的硬质件211。例如，硬质件211采用PC(Polycarbonate，聚碳酸酯)塑料，或者尼龙塑料和玻璃纤维的混合物，或者尼龙塑料和碳纤维的混合物制成。
在一些实施例中，软质件212为采用发泡材料制成的软质件212。例如软质件212采用PU(polyurethane，聚氨酯)发泡材料，或者TPU(Thermoplastic polyurethanes，热塑性聚氨酯弹性体)发泡材料，或者泡沫制成。
在一些实施例中，硬质件211呈环形，软质件212为设于硬质件211内侧壁和/或外侧壁的气囊或液体囊。
在一些实施例中，涵道飞行器100还包括安装于机身的拍摄装置(图未示)，拍摄装置用于拍摄视频。
在一些实施例中，涵道飞行器100还包括安装于机身的定位装置(图未示)，定位装置用于涵道飞行器100的定位。
如图1至图14所示，本申请的实施例还提出一种涵道20，提出的涵道20包括至少一个涵道筒21，涵道筒21内部用于安装旋转风扇，以和涵道筒21的内部共同产生气动升力，其中，涵道筒21的侧壁包括硬质件211和与硬质件211连接的软质件212。
在一些实施例中，涵道筒21靠近旋转风扇的内环结构为部分或全部的硬质件211。
在一些实施例中，沿涵道筒21的径向方向，软质件212的厚度大于硬质件211的厚度。
在一些实施例中，硬质件211呈环形，软质件212设于硬质件211的外侧壁和/或内侧壁。
在一些实施例中，硬质件211的外侧壁和/或内侧壁设有多个筋条2111，筋条2111嵌于软质件212。
在一些实施例中，筋条2111沿硬质件211的轴向延伸，且多个筋条2111沿硬质件211的周向间隔排布。
在一些实施例中，筋条2111沿硬质件211的周向延伸，且多个筋条2111沿硬质件211的轴向间隔排布。
在一些实施例中，软质件212采用二次注塑或镶嵌注塑或粘接的方式连接于硬质件211。
在一些实施例中，软质件212可拆卸连接于硬质件211。
在一些实施例中，硬质件211呈环形，软质件212为内部具有收容槽的弧形结构或环形结构，软质件212的侧壁设有连通收容槽的开口，软质件212通过开口2122可拆卸地套设于硬质件211。
在一些实施例中，硬质件211呈环形，软质件212通过二次注塑成型于整个硬质件211的外表面。
在一些实施例中，软质件212呈环形，硬质件211通过二次注塑成型于整个软质件212的外表面。
在一些实施例中，涵道20包括四个涵道筒21，四个涵道筒21形成四周分布结构。
在一些实施例中，硬质件211为采用塑胶、金属、木材、玻璃纤维和碳纤维中的至少一种材料制成的硬质件。
在一些实施例中，软质件212为采用发泡材料制成的软质件。
在一些实施例中，硬质件211呈环形，软质件212为设于硬质件211内侧壁和/或外侧壁的气囊或液体囊。
在一些实施例中，涵道筒21包括一中轴线S，涵道筒21的筒壁在第一截面的截面形状为翼型，翼型的中弧线M朝向中轴线S凸出，其中，第一截面经过中轴线S。
在一些实施例中，涵道筒21包括进风口215和出风口216，进风口215的口径在远离出风口216的方向上逐渐增大。
在一些实施例中，出风口216的口径在远离进风口215的方向上逐渐增大。
在一些实施例中，涵道筒21包括进风端21a和出风端21b，涵道筒21的外径从进风端21a朝向出风端21b逐渐减小。
以上所述，仅为本申请的具体实施方式，但本申请的保护范围并不局限于此，任何熟悉本技术领域的技术人员在本申请揭露的技术范围内，可轻易想到各种等效的修改或替换，这些修改或替换都应涵盖在本申请的保护范围之内。因此，本申请的保护范围应以权利要求的保护范围为准。

Claims (43)

  1. 一种涵道飞行器，其特征在于，包括机身、涵道和动力组件，所述涵道与所述机身连接，所述涵道包括：
    至少一个涵道筒，所述涵道筒的侧壁包括硬质件和与所述硬质件连接的软质件；
    所述动力组件与所述机身连接，所述动力组件至少部分设于所述涵道筒的围合成的腔体内侧，所述动力组件与所述涵道筒配合提供气动升力。
  2. 如权利要求1所述的涵道飞行器，其特征在于，所述动力组件包括螺旋桨，所述涵道筒靠近所述螺旋桨的内环结构为部分或全部的所述硬质件。
  3. 如权利要求1所述的涵道飞行器，其特征在于，沿所述涵道筒的径向方向，所述软质件的厚度大于所述硬质件的厚度。
  4. 如权利要求1所述的涵道飞行器，其特征在于，所述硬质件呈环形，所述软质件设于所述硬质件的外侧壁和/或内侧壁。
  5. 如权利要求4所述的涵道飞行器，其特征在于，所述硬质件的外侧壁和/或内侧壁设有多个筋条，所述筋条嵌于所述软质件内。
  6. 如权利要求5所述的涵道飞行器，其特征在于，所述筋条沿所述硬质件的轴向延伸，且所述多个筋条沿所述硬质件的周向间隔排布。
  7. 如权利要求5所述的涵道飞行器，其特征在于，所述筋条沿所述硬质件的周向延伸，且所述多个筋条沿所述硬质件的轴向间隔排布。
  8. 如权利要求5所述的涵道飞行器，其特征在于，所述软质件采用二次注塑或镶嵌注塑或粘接的方式连接于所述硬质件。
  9. 如权利要求4所述的涵道飞行器，其特征在于，所述软质件设于所述硬质件的外侧壁，在靠近所述腔体的上部，所述硬质件沿所述腔体的外侧延伸，在靠近所述腔体的底部，所述硬质件沿所述腔体的外侧延伸。
  10. 如权利要求1所述的涵道飞行器，其特征在于，所述软质件可拆卸连接于所述硬质件。
  11. 如权利要求10所述的涵道飞行器，其特征在于，所述硬质件呈环形，所述软质件为内部具有收容槽的弧形结构或环形结构，所述软质件的侧壁设有连通所述收容槽的开口，所述软质件通过所述开口可拆卸地套设于所述硬质件。
  12. 如权利要求1所述的涵道飞行器，其特征在于，所述硬质件呈环形，所述软质件通过二次注塑成型于整个所述硬质件的外表面。
  13. 如权利要求1所述的涵道飞行器，其特征在于，所述软质件呈环形，所述硬质件通过二次注塑成型于整个所述软质件的外表面。
  14. 如权利要求1所述的涵道飞行器，其特征在于，所述涵道包括四个涵道筒，所述四个涵道筒形成四周分布结构。
  15. 如权利要求1所述的涵道飞行器，其特征在于，所述硬质件为采用塑胶、金属、木材、玻璃纤维和碳纤维中的至少一种材料制成的硬质件。
  16. 如权利要求1所述的涵道飞行器，其特征在于，所述软质件为采用发泡材料制成的软质件。
  17. 如权利要求1所述的涵道飞行器，其特征在于，所述硬质件呈环形，所述软质件为设于所述硬质件内侧壁和/或外侧壁的气囊或液体囊。
  18. 如权利要求1所述的涵道飞行器，其特征在于，所述涵道筒包括一中轴线，所述涵道筒的筒壁在第一截面的截面形状为翼型，所述翼型的中弧线朝向所述中轴线凸出，其中，所述第一截面经过所述中轴线。
  19. 如权利要求1所述的涵道飞行器，其特征在于，所述涵道筒包括进风口和出风口，所述进风口的口径在远离所述出风口的方向上逐渐增大。
  20. 如权利要求19所述的涵道飞行器，其特征在于，所述出风口的口径在远离所述进风口的方向上逐渐增大。
  21. 如权利要求1所述的涵道飞行器，其特征在于，所述涵道筒包括进风端和出风端，所述涵道筒的外径从所述进风端朝向所述出风端逐渐减小。
  22. 如权利要求1所述的涵道飞行器，其特征在于，所述动力组件包括螺旋桨，所述涵道筒围合成的腔体壁与所述螺旋桨的间距为0.5mm±0.1mm。
  23. 一种涵道，用于涵道飞行器，其特征在于，所述涵道包括：
    至少一个涵道筒，所述涵道筒内部用于安装旋转风扇，以和所述涵道筒的内部共同产生气动升力；
    其中，所述涵道筒的侧壁包括硬质件和与所述硬质件连接的软质件。
  24. 如权利要求23所述的涵道，其特征在于，所述涵道筒靠近所述旋转风扇的内环结构为部分或全部的所述硬质件。
  25. 如权利要求23所述的涵道，其特征在于，沿所述涵道筒的径向方向，所述软质件的厚度大于所述硬质件的厚度。
  26. 如权利要求23所述的涵道，其特征在于，所述硬质件呈环形，所述软质件设于所述硬质件的外侧壁和/或内侧壁。
  27. 如权利要求26所述的涵道，其特征在于，所述硬质件的外侧壁和/或内侧壁设有多个筋条，所述筋条嵌于所述软质件。
  28. 如权利要求27所述的涵道，其特征在于，所述筋条沿所述硬质件的轴向延伸，且所述多个筋条沿所述硬质件的周向间隔排布。
  29. 如权利要求27所述的涵道，其特征在于，所述筋条沿所述硬质件的周向延伸，且所述多个筋条沿所述硬质件的轴向间隔排布。
  30. 如权利要求27所述的涵道，其特征在于，所述软质件采用二次注塑或镶嵌注塑或粘接的方式连接于所述硬质件。
  31. 如权利要求26所述的涵道，其特征在于，所述软质件设于所述硬质件的外侧壁，在靠近所述腔体的上部，所述硬质件沿所述腔体的外侧延伸，在靠近所述腔体的底部，所述硬质件沿所述腔体的外侧延伸。
  32. 如权利要求23所述的涵道，其特征在于，所述软质件可拆卸连接于所述硬质件。
  33. 如权利要求32所述的涵道，其特征在于，所述硬质件呈环形，所述软质件为内部具有收容槽的弧形结构或环形结构，所述软质件的侧壁设有连通所述收容槽的开口，所述软质件通过所述开口可拆卸地套设于所述硬质件。
  34. 如权利要求23所述的涵道，其特征在于，所述硬质件呈环形，所述软质件通过二次注塑成型于整个所述硬质件的外表面。
  35. 如权利要求23所述的涵道，其特征在于，所述软质件呈环形，所述硬质件通过二次注塑成型于整个所述软质件的外表面。
  36. 如权利要求23所述的涵道，其特征在于，所述涵道包括四个涵道筒，所述四个涵道筒形成四周分布结构。
  37. 如权利要求23所述的涵道，其特征在于，所述硬质件为采用塑胶、金属、木材、玻璃纤维和碳纤维中的至少一种材料制成的硬质件。
  38. 如权利要求23所述的涵道，其特征在于，所述软质件为采用发泡材料制成的软质件。
  39. 如权利要求23所述的涵道，其特征在于，所述硬质件呈环形，所述软质件为设于所述硬质件内侧壁和/或外侧壁的气囊或液体囊。
  40. 如权利要求23所述的涵道，其特征在于，所述涵道筒包括一中轴线，所述涵道筒的筒壁在第一截面的截面形状为翼型，所述翼型的中弧线朝向所述中轴线凸出，其中，所述第一截面经过所述中轴线。
  41. 如权利要求23所述的涵道，其特征在于，所述涵道筒包括进风口和出风口，所述进风口的口径在远离所述出风口的方向上逐渐增大。
  42. 如权利要求41所述的涵道，其特征在于，所述出风口的口径在远离所述进风口的方向上逐渐增大。
  43. 如权利要求23所述的涵道，其特征在于，所述涵道筒包括进风端和出风端，所述涵道筒的外径从所述进风端朝向所述出风端逐渐减小。
PCT/CN2022/074792 2022-01-28 2022-01-28 涵道飞行器及其涵道 Ceased WO2023141990A1 (zh)

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CN105109686A (zh) * 2015-09-15 2015-12-02 长沙冠创控制科技有限公司 一种碟形飞行器及自主飞行系统
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