WO2024040407A1 - 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
WO2024040407A1
WO2024040407A1 PCT/CN2022/114054 CN2022114054W WO2024040407A1 WO 2024040407 A1 WO2024040407 A1 WO 2024040407A1 CN 2022114054 W CN2022114054 W CN 2022114054W WO 2024040407 A1 WO2024040407 A1 WO 2024040407A1
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WO
WIPO (PCT)
Prior art keywords
duct
ducted aircraft
ducted
antennas
edge
Prior art date
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/CN2022/114054
Other languages
English (en)
French (fr)
Inventor
李昂
马超
李齐
张威
陈晓宇
徐振华
李栋
陈宜清
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
SZ DJI Technology Co Ltd
Original Assignee
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 CN202280099226.4A priority Critical patent/CN119744241A/zh
Priority to EP22955956.2A priority patent/EP4578784A1/en
Priority to PCT/CN2022/114054 priority patent/WO2024040407A1/zh
Publication of WO2024040407A1 publication Critical patent/WO2024040407A1/zh
Priority to US19/020,781 priority patent/US20250178757A1/en
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64U—UNMANNED AERIAL VEHICLES [UAV]; EQUIPMENT THEREFOR
    • B64U10/00—Type of UAV
    • B64U10/10—Rotorcrafts
    • B64U10/13—Flying platforms
    • B64U10/14—Flying platforms with four distinct rotor axes, e.g. quadcopters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64U—UNMANNED AERIAL VEHICLES [UAV]; EQUIPMENT THEREFOR
    • B64U20/00—Constructional aspects of UAVs
    • B64U20/70—Constructional aspects of the UAV body
    • B64U20/75—Constructional aspects of the UAV body the body formed by joined shells or by a shell overlaying a chassis
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64U—UNMANNED AERIAL VEHICLES [UAV]; EQUIPMENT THEREFOR
    • B64U20/00—Constructional aspects of UAVs
    • B64U20/80—Arrangement of on-board electronics, e.g. avionics systems or wiring
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64U—UNMANNED AERIAL VEHICLES [UAV]; EQUIPMENT THEREFOR
    • B64U20/00—Constructional aspects of UAVs
    • B64U20/80—Arrangement of on-board electronics, e.g. avionics systems or wiring
    • B64U20/87—Mounting of imaging devices, e.g. mounting of gimbals
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64U—UNMANNED AERIAL VEHICLES [UAV]; EQUIPMENT THEREFOR
    • B64U30/00—Means for producing lift; Empennages; Arrangements thereof
    • B64U30/20—Rotors; Rotor supports
    • B64U30/26—Ducted or shrouded rotors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64U—UNMANNED AERIAL VEHICLES [UAV]; EQUIPMENT THEREFOR
    • B64U2101/00—UAVs specially adapted for particular uses or applications
    • B64U2101/30—UAVs specially adapted for particular uses or applications for imaging, photography or videography

Definitions

  • This application relates to the technical field of aircraft, in particular to ducted aircraft and their ducts.
  • the ducts of ducted aircraft play an important role in improving the power efficiency of the power system, extending the endurance time and reducing noise.
  • the existing ducted aircraft has a heavy duct, and the performance gains brought by the duct are not enough to make up for the loss of endurance caused by the weight of the duct.
  • this application proposes a ducted aircraft and its duct.
  • the ducted aircraft proposed in the first aspect of this application includes:
  • the duct includes at least two duct monomers, and the duct monomers have duct holes;
  • the fuselage is connected to the duct;
  • a power component is connected to the fuselage, the power component is at least partially located in the duct hole, and the power component cooperates with the duct to provide aerodynamic lift;
  • the duct monomer is at least partly a hollow structure.
  • the duct proposed in the second aspect of this application includes at least two duct monomers.
  • the duct monomers have duct holes.
  • the duct holes are used to accommodate the power components of the ducted aircraft.
  • the duct Used to jointly generate aerodynamic lift with the power component;
  • the duct monomer is at least partly a hollow structure.
  • the ducted aircraft proposed in the first aspect of this application can effectively reduce the weight of the duct, improve the force efficiency of the system, and extend the endurance time by configuring the duct unit to be at least partially a hollow structure. Moreover, by arranging a small part of the power assembly to be located in the duct hole, the cooperation between the power assembly and the duct can improve the aerodynamic performance of the ducted aircraft. In addition, ducting has a significant effect on reducing the noise of power components.
  • Figure 1 is a schematic structural diagram of a ducted aircraft proposed by an embodiment of the present application from a first perspective;
  • Figure 2 is a schematic structural diagram of the ducted aircraft proposed in an embodiment of the present application from a second perspective;
  • Figure 3 is a schematic structural diagram of a duct proposed in an embodiment of the present application.
  • Figure 4 is an exploded schematic diagram of a top view of the duct proposed in an embodiment of the present application.
  • Figure 5 is an exploded schematic diagram of the bottom perspective of the duct proposed in an embodiment of the present application.
  • Figure 6 is a partial enlarged schematic diagram of position A in Figure 3;
  • Figure 7 is a partial enlarged schematic view of B in Figure 4.
  • Figure 8 is a partial enlarged schematic view of C in Figure 5;
  • Figure 9 is a schematic structural diagram of the first duct structure proposed by an embodiment of the present application.
  • Figure 10 is a schematic structural diagram of a second duct structure proposed by an embodiment of the present application.
  • Figure 11 is a partial enlarged schematic diagram of D in Figure 4.
  • Figure 12 is a partial enlarged schematic diagram of E in Figure 5;
  • Figure 13 is a schematic cross-sectional view of a duct monomer proposed in an embodiment of the present application.
  • Figure 14 is a schematic cross-sectional view of a duct monomer proposed in an embodiment of the present application.
  • Figure 15 is a schematic cross-sectional view of a duct monomer proposed in an embodiment of the present application.
  • Figure 16 is a schematic structural diagram of the ducted aircraft proposed by an embodiment of the present application from a first perspective
  • Figure 17 is a schematic structural diagram of the ducted aircraft proposed by an embodiment of the present application from a third perspective;
  • Figure 18 is a schematic structural diagram of a connector proposed by an embodiment of the present application.
  • Figure 19 is a schematic cross-sectional view of a duct monomer proposed in an embodiment of the present application.
  • Figure 20 is a schematic structural diagram of the ducted aircraft proposed by an embodiment of the present application from a second perspective;
  • Figure 21 is a 2D radiation pattern of the four antennas of the ducted aircraft proposed in an embodiment of the present application on the 90-degree plane of the theta of the fuselage;
  • Figure 22 is a 2D radiation pattern on the phi0 degree plane of the fuselage of the four antennas of the ducted aircraft proposed in an embodiment of the present application;
  • Figure 23 is a schematic structural diagram of a ducted aircraft proposed by another embodiment of the present application.
  • Figure 24 is a partial structural schematic view of the duct proposed in an embodiment of the present application along the direction of the roll axis;
  • Figure 25 is a partial structural schematic diagram of the duct along the pitch axis direction according to an embodiment of the present application.
  • Figure 26 is a partial structural schematic diagram of the duct proposed by an embodiment of the present application.
  • Figure 27 is a schematic structural diagram of a duct proposed in an embodiment of the present application.
  • Figure 28 is a 2D radiation pattern of the two antennas of the ducted aircraft proposed in another embodiment of the present application on the 90-degree plane of the theta of the fuselage;
  • Figure 29 is a 2D radiation pattern on the phi0 degree plane of the fuselage of the two antennas of the ducted aircraft proposed in another embodiment of the present application.
  • an embodiment of the present application proposes a ducted aircraft 100.
  • the proposed ducted aircraft 100 may be a single-rotor ducted aircraft, a two-rotor ducted aircraft, or a multi-rotor ducted aircraft with more than two rotors. .
  • the proposed ducted aircraft 100 includes a duct 10, a fuselage 20 and a power assembly 30.
  • the duct 10 includes at least two duct units 11.
  • the body 11 has a duct hole 111, the fuselage 20 is connected to the duct 10, and the power component 30 is connected to the fuselage 20.
  • the power component 30 is at least partially located in the duct hole 111.
  • the power component 30 cooperates with the duct 10 to provide aerodynamic lift.
  • the duct monomer 11 is at least partly a hollow structure.
  • the ducted aircraft 100 proposed in the embodiment of the present application can effectively reduce the weight of the duct 10, improve the force efficiency of the system, and extend the endurance time by configuring the duct unit 11 to be at least partially a hollow structure. And by arranging a small part of the power assembly 30 to be located in the duct hole 111 , the cooperation between the power assembly 30 and the duct 10 can improve the aerodynamic performance of the ducted aircraft 100 . In addition, the duct 10 has a significant effect on reducing the noise of the power assembly 30 .
  • the duct 10 includes a first duct structure 12 and a second duct structure 13 .
  • the first duct structure 12 and the second duct structure 13 are assembled to form a duct. Road 10.
  • the first duct structure 12 and the second duct structure 13 are respectively formed in advance.
  • the first duct structure 12 has a first recessed part and the second duct structure 13 has a second recessed part.
  • the first duct structure 12 has a second recessed part.
  • a duct structure 12 and a second duct structure 13 are assembled together to form the duct 10, and the first recessed portion and the second recessed portion are combined to form the hollow structure.
  • the difficulty of molding the duct 10 can be reduced, facilitating mass production and reducing costs.
  • the first duct structure 12 and the second duct structure 13 are formed separately by injection molding or machining.
  • the duct 10 is not limited to the above-mentioned method of assembling the first duct structure 12 and the second duct structure 13 to realize that the duct monomer 11 has at least a partial hollow structure.
  • the duct 10 and the hollow structure can also be formed in one go through 3D printing, that is, the formed duct 10 is a complete component and does not need to be assembled from multiple components.
  • both the first duct structure 12 and the second duct structure 13 are hard parts.
  • the duct 10 has sufficient strength after being formed, and can well maintain the shape of the duct 10, thereby maintaining its aerodynamic characteristics.
  • the hard duct 10 deforms less after being hit, which can prevent the power assembly 30 from being damaged or damaged due to the deformation of the duct 10 interfering with the blades of the power assembly 30 .
  • both the first duct structure 12 and the second duct structure 13 are plastic parts.
  • Plastic has higher strength and lower weight, which can reduce the weight of the duct 10 while ensuring the strength of the duct 10 , thereby extending the endurance time of the ducted aircraft 100 .
  • the first duct structure 12 and the second duct structure 13 are not limited to plastic parts.
  • the first duct structure 12 and the second duct structure 13 can also be made of metal materials or wood. material or carbon fiber material.
  • the duct 10 is provided with a first positioning part 14, and the fuselage 20 is provided with a second positioning part (not shown).
  • the fuselage 20 passes through the first positioning part 14 and the second positioning part.
  • the positioning part is matched and positioned on the duct 10 .
  • the distance between the blades of the power assembly 30 and the inner wall of the duct hole 111 is generally very small, and errors are prone to occur during the manufacturing and assembly processes of the parts, and there are errors in manufacturing and assembly.
  • the fuselage 20 can be accurately installed on the duct 10, so that the distance between the blades and the inner wall of the duct hole 111 can be well controlled to avoid There is a scratch on the paddle.
  • the number of first positioning parts 14 is three, and the three first positioning parts 14 are arranged in a triangle on the duct 10 .
  • the fuselage 20 can be stably installed on the duct 10 .
  • the triangular arrangement of the three first positioning parts 14 can also improve the positioning accuracy, so that a higher assembly accuracy can be achieved between the fuselage 20 and the duct 10 , and indirectly avoid the occurrence of an accident between the power assembly 30 and the duct 10 situations of interference.
  • the first positioning part 14 is a positioning shaft provided on the duct 10
  • the second positioning part is an axis hole provided on the fuselage 20
  • the positioning shaft passes through the axis hole to realize the duct. Positioning and installation of channel 10 and fuselage 20.
  • the first positioning part 14 and the second positioning part are not limited to the matching method of the positioning shaft and the shaft hole.
  • the first positioning part 14 and the second positioning part may use protrusions and The matching method of the grooves can be determined according to actual design needs.
  • At least two duct monomers 11 form a surrounding distribution structure, and two adjacent duct monomers 11 are connected to each other, and at least two duct monomers 11 are connected to each other.
  • a first reinforcing structure 110 is provided at the connection between the two duct units 11 .
  • the surrounding distribution structure refers to that the at least two duct monomers 11 are distributed around a certain component or a certain area. There may be a gap between the duct monomers 11 and the duct monomers 11 . Connected or unconnected, this definition applies to the following.
  • the first reinforcing structure 110 can enhance the strength of the duct 10 and reduce deformation and dynamic forces of the duct 10 The blades of the assembly 30 interfere, causing the power assembly 30 to be damaged or damaged.
  • the duct 10 includes four duct monomers 11.
  • the four duct monomers 11 are connected in pairs to form a surrounding distribution structure.
  • the four duct monomers 11 form four connection positions, wherein oppositely
  • the first reinforcing structure 110 is provided at the two connection locations.
  • all four connection positions are provided with the first reinforcing structure 110, and the details can be determined according to actual design needs.
  • duct 10 includes legs 15 .
  • the first reinforcing structure 110 is disposed close to the tripod 15 .
  • the tripod 15 of the duct 10 has a collision process with the ground, and the force of the collision is transmitted to the first duct structure 12 and the first duct structure 12.
  • the first duct structure 12 and the second duct structure 13 may be separated.
  • the first reinforcing structure 110 can disperse the impact force transmitted from the tripod 15 and avoid the occurrence of the collision between the first duct structure 12 and the second duct structure 13 . Separation situation.
  • the legs 15 extend from the junction of two adjacent duct units 11 and away from the center of the duct 10 . In this embodiment, the tripod 15 is further away from the center of the duct 10 , which is beneficial to improving the stability of the ducted aircraft 100 when it lands.
  • the first reinforcing structure 110 includes reinforcing ribs 1101 and embedded grooves 1102.
  • the reinforcing ribs 1101 are provided at one of the first duct structure 12 and the second duct structure 13.
  • the embedded grooves 1102 are provided at the first duct structure 12 and the second duct structure 13.
  • the reinforcing ribs 1101 are integrally formed with the first duct structure 12 or the second duct structure 13 .
  • an adhesive is provided in the embedding groove 1102, and the reinforcing rib 1101 is bonded and fixed to the inner wall of the embedding groove 1102 through the adhesive.
  • the adhesive can improve the bonding force between the reinforcing rib 1101 and the inner wall of the embedding groove 1102 .
  • the combination between the first duct structure 12 and the second duct structure 13 is made stronger and the stability is better.
  • the first reinforcing structure 110 further includes an arched portion 1103 that connects two adjacent duct monomers 11 .
  • the duct 10 includes a top side and a bottom side, and the fuselage 20 is installed on the top side of the duct 10.
  • the arched portion 1103 can be provided on the top sides of two adjacent duct units 11, or it can be Arched portions 1103 are provided on the bottom sides of two adjacent duct units 11 , or on both the top and bottom sides of two adjacent duct units 11 . Specifically, taking the arched portion 1103 provided on the top sides of two adjacent duct units 11 as an example, the arched portion 1103 curves upward from one duct unit 11 and then connects with the adjacent duct unit. Body 11 connection.
  • first reinforcing structure 110 is not limited to the above arrangement.
  • first duct structure 12 or only the second duct structure 13 is provided with the first reinforcing structure 110.
  • first reinforcing structure 110 may be a reinforcing rib 1101 and/or an arch portion 1103 provided on the first duct structure 12 , or a reinforcing rib 1101 and/or an arch portion provided on the second duct structure 13 .
  • the duct 10 can also be formed by 3D printing.
  • the first reinforcing structure 110 can be directly 3D printed between two adjacent duct monomers 11 Reinforcement ribs 1101 and/or arches 1103 .
  • the first duct structure 12 includes at least two duct inner rings 121 , the duct inner rings 121 form the inner wall of the duct unit 11 , and the second duct structure 13 It includes at least two duct outer rings 131 , the duct outer ring 131 forms the outer wall of the duct monomer 11 , and the duct inner ring 121 and the duct outer ring 131 are assembled to form the duct monomer 11 .
  • the operator aligns the duct inner ring 121 of the first duct structure 12 with the duct outer ring 131 of the second duct structure 13 one by one, and then assembles the first duct structure 12 and the second duct structure 13 Together, the first duct structure 12 and the second duct structure 13 are combined to form the duct 10 , and a duct inner ring 121 and a duct outer ring 131 are combined to form a duct unit 11 .
  • first duct structure 12 and the second duct structure 13 are not limited to being split into the duct inner ring 121 and the duct outer ring 131.
  • first duct structure 12 and the second duct structure 13 are not limited to being split into an inner ring 121 and an outer ring 131.
  • the channel structure 13 can also be split into the upper half and the lower half of the duct 10, and the details can be determined according to actual design needs.
  • each duct inner rings 121 form a surrounding distribution structure, and each duct inner ring 121 is an annular closed structure.
  • the first duct structure 12 also includes a second reinforcing structure 122 , and the second reinforcing structure 122 is located at It surrounds the middle of the distribution structure and is connected to at least two duct inner rings 121 .
  • the annular closed structure has better integrity and is less likely to deform.
  • the strength of the first duct structure 12 can be further improved, so that the inner ring 121 of the duct is not easily deformed.
  • each duct inner ring 121 may be, but is not limited to, a circular ring structure.
  • the first duct structure 12 includes four duct inner rings 121, which are the first duct inner ring 121a, the second duct inner ring 121b, the third duct inner ring 121c and the third duct inner ring 121c.
  • the four duct inner rings 121d, the first duct inner ring 121a, the second duct inner ring 121b, the third duct inner ring 121c and the fourth duct inner ring 121d are connected in pairs to form a surrounding distribution structure.
  • the second reinforcing structure 122 is located in the area enclosed by the four duct inner rings 121 .
  • the second reinforcing structure 122 is connected to all four duct inner rings 121 .
  • the second reinforcing structure 122 is integrally formed with the inner ring 121 of the duct. In this embodiment, the overall strength formed by the second reinforcing structure 122 and the duct inner ring 121 can be improved.
  • the second reinforcing structure 122 and the duct inner ring 121 are not limited to being integrally formed.
  • the second reinforcing structure 122 and the duct inner ring 121 are detachably connected.
  • the second reinforcing structure 122 and the duct inner ring 121 are enclosed to form a cavity 123 , and the cavity 123 is used to accommodate the avionics module and/or the power module of the ducted aircraft 100 .
  • the space of the duct 10 is rationally utilized, which is beneficial to reducing the overall size of the ducted aircraft 100 .
  • the inner ring 121 of the duct is provided with a vent 1211 communicating with the cavity 123 .
  • the airflow generated when the propeller of the power assembly 30 rotates can enter the cavity 123 through the vent 1211 to dissipate heat for the avionics module and/or power module located inside the cavity 123 .
  • This structure cleverly utilizes the existing structure without adding an additional heat dissipation mechanism, which not only simplifies the mechanism but also reduces the cost.
  • the second reinforcing structure 122 is provided with a hollow structure 1221 .
  • the hollow structure 1221 can reduce the weight of the duct 10 , reduce energy consumption, and increase the endurance time of the ducted aircraft 100 .
  • the hollow structure 1221 facilitates the circulation of air inside the cavity 123 and can speed up the heat dissipation of the avionics module and/or the power module.
  • the duct 10 further includes a third reinforcing structure 124 .
  • the third reinforcing structure 124 is located around the edge of the distribution structure and connects the outer side walls of two adjacent duct monomers 11 .
  • the overall strength of the duct 10 can be improved, making the duct 10 less likely to deform.
  • the duct 10 includes four duct monomers 11, which are a first duct monomer, a second duct monomer, a third duct monomer and a fourth duct monomer.
  • the duct monomer, the second duct monomer, the third duct monomer and the fourth duct monomer are connected in pairs to form a surrounding distribution structure.
  • the number of the third reinforcing structures 124 is two.
  • One of the third reinforcing structures 124 connects the outer sides of the first duct unit and the second duct unit, and the other third reinforcing structure 124 connects the third duct unit and the outside of the second duct unit.
  • the outside of the fourth duct monomer it is also possible to provide a third reinforcing structure 124 between the first ducting unit and the fourth ducting unit and/or between the second ducting unit and the third ducting unit. Depends on actual design needs.
  • the third reinforcing structure 124 is located at the edge of the surrounding distribution structure and connects two adjacent duct inner rings 121 , that is, the first duct structure 12 is provided with the third reinforcing structure 124 .
  • the strength of the first duct structure 12 can be improved by providing the third reinforcing structure 124 so that the inner ring 121 of the duct is less likely to deform.
  • the third reinforcing structure 124 may also be provided in the second duct structure 13, and the details may be determined according to actual design needs.
  • the first duct structure 12 includes four duct inner rings 121, which are the first duct inner ring 121a, the second duct inner ring 121b, the third duct inner ring 121c and the third duct inner ring 121c.
  • the four duct inner rings 121d, the first duct inner ring 121a, the second duct inner ring 121b, the third duct inner ring 121c and the fourth duct inner ring 121d are connected in pairs to form a surrounding distribution structure.
  • the number of the third reinforcing structures 124 is two.
  • One of the third reinforcing structures 124 connects the first duct inner ring 121a and the second duct inner ring 121b, and the other third reinforcing structure 124 connects the third duct inner ring 121c and the fourth duct inner ring 121c.
  • the duct 10 includes a foot frame 15 , and a third reinforcing structure 124 is provided at the foot frame 15 .
  • the ducted aircraft 100 needs to land after each flight. During the landing process, the tripod 15 of the duct 10 collides with the ground.
  • the third reinforcing structure 124 disperses the impact force transmitted from the tripod 15 to avoid damage to the duct 10 .
  • the third reinforcing structure 124 is integrally formed with the inner ring 121 of the duct.
  • the overall strength formed by the third reinforcing structure 124 and the duct inner ring 121 can be improved.
  • the third reinforcing structure 124 and the inner ring of the duct 121 are not limited to being integrally formed.
  • the third reinforcing structure 124 and the inner ring of the duct 121 are detachably connected.
  • each duct outer ring 131 forms a surrounding distribution structure
  • each duct outer ring 131 is an arc-shaped structure
  • the ends of two adjacent duct outer rings 131 are connected to each other.
  • the second duct structure 13 includes four duct outer rings 131 , and the four duct outer rings 131 are connected in pairs to form a surrounding distribution structure.
  • each duct outer ring 131 may be, but is not limited to, an arc structure.
  • the tripod 15 is provided at the connection between two adjacent outer rings 131 of the duct.
  • the connection between the two duct outer rings 131 has high strength and can better disperse the impact force transmitted from the tripod 15 .
  • the duct 10 includes four duct outer rings 131 , and the number of tripods 15 is four.
  • One of the tripods 15 is provided at the connection of every two duct outer rings 131 . .
  • the tripod 15 and the duct outer ring 131 are integrally formed. In this embodiment, the overall strength formed by the leg frame 15 and the duct outer ring 131 can be improved.
  • one of the duct inner ring 121 and the duct outer ring 131 is provided with an assembly groove 101, and the duct inner ring 121 and the duct outer ring 121 are provided with an assembly groove 101.
  • Another one of the rings 131 is provided with an assembly portion 102 , and the assembly portion 102 is embedded in the assembly groove 101 .
  • the bonding strength of the duct inner ring 121 and the duct outer ring 131 can be improved, so that the duct inner ring 121 and the duct outer ring 131 are less likely to interfere with each other after assembly. fall off.
  • the assembly groove 101 is provided with adhesive, and the assembly portion 102 is bonded and fixed to the inner wall of the assembly groove 101 through the adhesive.
  • the adhesive can improve the bonding force between the mounting portion 102 and the inner wall of the mounting groove 101 . This makes the connection between the duct inner ring 121 and the duct outer ring 131 stronger.
  • the assembly part 102 is provided with positioning bosses 1021 on one or both sides in the thickness direction.
  • the positioning boss 1021 contacts the inner wall of the assembly groove 101, reducing the gap between the assembly part 102 and the inner wall of the assembly groove 101 as much as possible, and improving the inner ring of the duct.
  • the installation accuracy between 121 and the duct outer ring 131 avoids interference between the duct inner ring 121 and the propeller of the power assembly 30 after the ducted aircraft 100 is assembled.
  • the gap may cause the duct inner ring 121 and the duct outer ring 131 to be deformed, because the gap between the inner wall of the duct hole 111 and the blade is relatively large.
  • the small and deformed duct inner ring 121 is prone to interference between the duct 10 and the blades of the power assembly 30 .
  • the duct inner ring 121 includes a first edge 121a and a second edge 121b opposite to the first edge 121a
  • the duct outer ring 131 includes a third edge 131a and a third edge 131a opposite to the third edge 131a.
  • the mating structure of the assembly groove 101 and the assembly portion 102 is provided near the first edge 121a and the third edge 131a, and near the second edge 121b and the fourth edge 131b.
  • the mating structure is also provided with the fitting groove 101 and the fitting portion 102 only near the first edge 121a and the third edge 131a, or only near the second edge 121b and the fourth edge 131b. OK.
  • one of the duct inner ring 121 and the duct outer ring 131 is provided with a guide hole 103, and the duct inner ring 121 and the duct outer ring are The other one of the rings 131 is provided with a guide post 104 , and the guide post 104 is inserted into the guide hole 103 .
  • the cooperation between the guide post 104 and the guide hole 103 can reduce the assembly difficulty of the duct inner ring 121 and the duct outer ring 131.
  • the operator aligns the guide post 104 with the guide hole 103, and then installs the duct.
  • the channel inner ring 121 and the duct outer ring 131 can be pressed together without aligning the assembly groove 101 and the assembly portion 102 .
  • the cooperation between the guide pillar 104 and the guide hole 103 can improve the bonding strength between the duct inner ring 121 and the duct outer ring 131 and reduce the mutual separation of the duct inner ring 121 and the duct outer ring 131 when the duct 10 is impacted. Case.
  • one of the duct inner ring 121 and the duct outer ring 131 is provided with a first snap portion 105, and the duct inner ring 121
  • the other one of the duct outer ring 131 is provided with a second buckle part 106, and the first buckle part 105 is buckled with the second buckle part 106.
  • the operator first injects adhesive into the assembly groove 101, then aligns the guide post 104 with the guide hole 103, and presses the duct inner ring 121 and the duct outer ring 131 , so that the assembly part is embedded in the assembly groove 101, and then the duct 10 that has just been assembled is transferred to the jig for fixation.
  • the adhesive has not yet solidified, and the gap between the duct inner ring 121 and the duct outer ring 131 There is assembly stress between them, so during the process of transferring the newly assembled duct 10 to the jig for fixation, the duct inner ring 121 and the duct outer ring 131 may separate from each other.
  • the duct inner ring 121 and the duct outer ring 131 may separate from each other.
  • Circle 131 appears to be separated from each other.
  • the fuselage 20 includes a fuselage main body 21 and a machine arm 22.
  • the machine arm 22 connects the fuselage main body 21 and the power assembly 30, wherein the machine arm 22 includes a first support arm 221 and a power assembly 30.
  • the second support arm 222 , the first support arm 221 and the second support arm 222 extend outward from the fuselage main body 21 and are connected, so that the first support arm 221 , the second support arm 222 and part of the fuselage main body 21 are collectively enclosed In the shape of a triangle, the power assembly 30 is installed at the connection between the first support arm 221 and the second support arm 222 .
  • the triangular structure of the first support arm 221 , the second support arm 222 and part of the fuselage body 21 can improve the strength and stability of the arm 22 and avoid ducting the aircraft 100 During use, the machine arm 22 deforms, causing interference between the blades of the power assembly 30 and the inner wall of the duct hole 111 .
  • the triangular structure of the first support arm 221 , the second support arm 222 and part of the fuselage body 21 can also improve the positioning accuracy of the machine arm 22 , that is, improve the positioning accuracy of the power assembly 30 when it is installed on the machine arm 22 , thereby avoiding There may be interference between the power assembly 30 and the duct 10 .
  • the ducted aircraft 100 also includes a shock absorbing mechanism 40 , a gimbal 50 and a camera device 60 .
  • the shock absorbing mechanism 40 is connected to the fuselage 20 , and the gimbal 50 is connected to the shock absorbing device 60 .
  • the mechanism 40 is connected, and the camera device 60 is connected with the pan/tilt 50 , where the shock-absorbing mechanism 40 is located below the camera device 60 .
  • the vibration transmitted from the body 20 to the camera device 60 can be weakened, and the imaging quality of the camera device 60 can be improved.
  • locating the shock absorbing mechanism 40 below the camera device 60 is beneficial to the compact structure of the ducted aircraft 100 and reduces the volume of the ducted aircraft 100 to reduce wind resistance.
  • the shock-absorbing mechanism 40 below the camera device 60, the camera device 60 can be accommodated at the front end of the fuselage 20, so that the camera device 60 and the fuselage 20 have better integrity. It can be understood that if the shock-absorbing mechanism 40 is disposed above the camera device 60 , the fuselage 20 is connected to the shock-absorbing mechanism 40 , and the shock-absorbing mechanism 40 is connected to the camera device 60 , it will inevitably cause the camera device 60 to extend to the ducted aircraft 100 bottom, causing the overall volume of the ducted aircraft 100 to increase and the wind resistance to increase.
  • the shock absorbing mechanism 40 includes a connecting member 41 and a shock absorbing member 42.
  • the connecting member 41 is connected to the pan/tilt 50, and the shock absorbing member 42 connects the connecting member 41 and the body 20.
  • the shock absorbing members 42 are three shock absorbing balls, and the three shock absorbing balls are arranged in a triangle.
  • the shock-absorbing member 42 is not limited to a shock-absorbing ball.
  • the shock-absorbing member may also be a spring, a spring, a plastic part, or other elastic components, and the details may be determined according to actual design requirements.
  • the pan/tilt 50 includes a pan/tilt bracket 51 and a motor 52.
  • the motor 52 is installed on the pan/tilt bracket 51 and connected to the camera device 60, wherein the pan/tilt bracket 51 is integrated with the connector 41. forming.
  • the pan-tilt bracket 51 and the connector 41 to be integrally formed, it can not only reduce the assembly process and reduce the assembly difficulty between the pan-tilt 50 and the shock-absorbing mechanism 40, but also increase the number of steps between the pan-tilt 50 and the shock-absorbing mechanism 40. the strength of the connection between them.
  • the pan-tilt bracket 51 is tilted at a preset angle relative to the connector 41 to avoid blocking the field of view of the camera device 60 .
  • the gimbal bracket 51 is inclined toward the rear side of the ducted aircraft 100 relative to the connecting member 41 .
  • the motor 52 is used to drive the camera device 60 to perform a pitching action.
  • the connecting member 41 is provided with an avoidance gap 411 on the side facing the forward direction of the ducted aircraft 100.
  • the avoidance gap 411 allows the connecting member 41 to When the camera device 60 looks down to the extreme position, it avoids the field of view of the camera device 60 to avoid blocking the field of view of the camera device 60 .
  • the connecting member 41 includes a first extension part 412 and a second extension part 413.
  • the second extension part 413 and the first extension part 412 are arranged in a V shape.
  • the first extension part 412 and The second extension portion 413 encloses an escape gap 411 .
  • the connecting piece 41 uses less material and is low in weight, which can reduce energy consumption.
  • the connecting member 41 is not limited to the above-mentioned arrangement.
  • the connecting member 41 may also be arranged in a plate shape, as long as the connecting member 41 is provided with the avoidance gap 411 to avoid interference with the camera device 60 It is enough to block the field of view.
  • the first extension part 412 includes a first connection end 412a and a first free end 412b
  • the second extension part 413 includes a second connection end 413a and a second free end 413b
  • the first extension part 412 includes a first connection end 412a and a first free end 412b.
  • the connecting end 412a is connected to the second connecting end 413a.
  • One of the three shock absorbing balls is provided at the first free end 412b, another one is provided at the second free end 413b, and the third one is provided at the first connecting end 412a and the second connecting end 412a.
  • the connection of end 413a is provided at the first free end 412b
  • the duct unit 11 has a central axis S
  • the longitudinal cross-sectional shape of the duct unit 11 is an airfoil
  • the central arc line L of the airfoil protrudes toward the central axis S.
  • the definition of the mid-camber line L is the line connecting the Y-height midpoints of the upper and lower surfaces of the airfoil. In this implementation, it refers to the line connecting the midpoints of the inner and outer surfaces of the duct monomer 11 in the thickness direction of the duct monomer 11 .
  • the duct unit 11 has a lip 11a and a diffusion port 11b.
  • the gas enters the duct hole 111 from the lip 11a and diffuses out from the diffusion port 11b.
  • the diameter of the lip 11a is It gradually increases in the direction away from the diffusion opening 11b.
  • the air inlet area of the duct unit 11 is increased to accelerate the airflow of the lip 11a and increase the airflow energy.
  • a guide is formed for the duct unit 11. The flow effect can effectively avoid the instantaneous separation of gas when it hits the duct monomer 11 at the lip 11a, which will affect the efficiency and safety of the duct monomer 11.
  • the separated air flow will form a vortex air flow inside and outside the duct unit 11.
  • the vortex air flow will affect the efficiency of the propeller and easily Causes vibration of propeller blades, posing safety hazards.
  • the surface of the lip 11a of the duct unit 11 is a smooth transition surface.
  • the diameter of the diffusion port 11b gradually increases in the direction away from the lip 11a.
  • a flow diversion effect can be formed on the rear flow field of the unit to prevent gas from generating vortex airflow in the rear flow field of the ducted unit 11 .
  • the divergence angle of the lip 11a close to the fuselage 20 is smaller than the divergence angle of the lip 11a far away from the fuselage 20 . In some embodiments, the divergence angle of the lip 11a close to the fuselage 20 is approximately zero.
  • the duct unit 11 includes an air inlet end 11c and an air outlet end 11d, and the outer diameter of the duct unit 11 gradually decreases from the air inlet end 11c toward the air outlet end 11d. That is to say, the duct unit 11 is roughly funnel-shaped from the air inlet end 11c to the air outlet end 11d.
  • the air inlet volume of the duct unit 11 is large, and the reduction of the diffusion port 11b can increase the gas flowing out from the diffusion port 11b. outflow, thereby obtaining better thrust.
  • the power assembly 30 includes a propeller 31 , and the distance between the inner wall of the duct hole 111 and the propeller 31 is 0.75 mm ⁇ 0.1 mm.
  • the closest point between the inner side of the duct unit 11 and the central axis S is the same as the distance between the outer side of the duct unit 11 and the central axis S.
  • the ducted aircraft 100 further includes an antenna assembly 70 provided in the duct 10 .
  • the entire antenna assembly 70 conforms to the outer surface of the duct 10 .
  • antenna assembly 70 is built inside duct 10 .
  • the duct 10 can provide better protection for the antenna assembly 70 .
  • the antenna assembly 70 includes at least two antennas 71, and the at least two antennas 71 are not parallel to each other.
  • the antenna assembly 70 includes four antennas 71 , and the four antennas 71 are distributed in the duct 10 in such a manner that the maximum radiation directions of two adjacent antennas 71 are perpendicular to each other.
  • the antenna assembly 70 can approximately achieve a pattern coverage effect covering the entire space, and the signal connection is stable.
  • the duct 10 includes four duct units 11 , the duct units 11 are provided with duct holes 111 , and an antenna 71 is provided on the outer wall of each duct unit 11 .
  • the four duct monomers 11 are respectively the first duct monomer 11e, the second duct monomer 11f, the third duct monomer 11g and the fourth duct monomer 11h.
  • the first duct monomer 11e is located at the left front of the fuselage 20
  • the second duct unit 11f is located at the left rear of the fuselage 20
  • the third duct unit 11g is located at the right rear of the fuselage 20
  • the fourth duct unit 11h is located at the fuselage 20 the right front.
  • the four antennas 71 are respectively the first antenna 71a, the second antenna 71b, the third antenna 71c and the fourth antenna 71d.
  • the first antenna 71a is provided on the outer wall of the first duct unit 11e and has the maximum radiation direction facing the ducted aircraft.
  • the second antenna 71b is provided on the outer wall of the second duct unit 11f and the maximum radiation direction is toward the left side of the ducted aircraft 100
  • the third antenna 71c is provided on the outer wall of the third duct unit 11g.
  • the maximum radiation direction is toward the rear side of the ducted aircraft 100.
  • the fourth antenna 71d is provided on the outer wall of the fourth duct unit 11h, and the maximum radiation direction is toward the right side of the ducted aircraft 100.
  • Figure 21 shows the 2D directional radiation pattern of four antennas on the theta90-degree surface of the fuselage. It can be seen from Figure 21 that the four antennas as a whole can achieve a full directional pattern on the theta90-degree surface of the fuselage. coverage effect.
  • Figure 22 shows the 2D directional radiation pattern of the four antennas on the phi0-degree surface of the fuselage. It can be seen from Figure 22 that the four antennas as a whole can achieve a full directional pattern on the phi0-degree surface of the fuselage. coverage effect.
  • the duct 10 does not necessarily include four duct units 11 in order to realize that the four antennas 71 are distributed in the duct 10 in such a manner that the maximum radiation directions of two adjacent antennas 71 are perpendicular to each other.
  • the duct 10 includes two duct units 11, namely a left duct unit 11i located on the left side of the fuselage 20 and a right duct unit 11i located on the right side of the fuselage 20.
  • the first antenna 71a is disposed on the outer wall of the left ducted cell 11i with the maximum radiation direction facing the front side of the ducted aircraft 100
  • the second antenna 71b is disposed on the outer wall of the left ducted cell 11i with the maximum radiation
  • the direction is toward the left side of the ducted aircraft 100.
  • the third antenna 71c is located on the outer wall of the right ducted unit 11j and the maximum radiation direction is toward the rear side of the ducted aircraft 100.
  • the fourth antenna 71d is located on the right ducted unit 11j. and the maximum radiation direction is toward the right side of the ducted aircraft 100 . That is to say, the setting of the maximum radiation direction of the four antennas 71 does not depend on the number of duct units 11.
  • the duct 10 includes six duct units 11 or eight duct units 11 or other numbers.
  • the four antennas 71 can also be distributed in the duct 10 in such a manner that the maximum radiation directions of two adjacent antennas 71 are perpendicular to each other.
  • antenna 71 is a conformal microstrip patch antenna.
  • the antenna 71 is formed on the duct 10 using in-mold injection molding or laser direct forming technology or laser chemically activated metal plating technology.
  • the antenna assembly 70 is not limited to the above arrangement.
  • the antenna assembly 70 includes two antennas 71 , and the two antennas 71 are respectively provided in the duct 10 On the opposite sides, each antenna 71 is arranged at an angle with the yaw axis Y of the ducted aircraft 100 .
  • the antenna 71 can be arranged at an angle with the yaw axis Y of the ducted aircraft 100 .
  • the maximum radiation direction avoids the fuselage 20 of the ducted aircraft 100 or metal parts such as batteries, so that better signal coverage can be achieved.
  • two antennas 71 are arranged in a figure-eight shape.
  • the angle between each antenna 71 and the yaw axis Y of the ducted aircraft 100 is ⁇ , where 15° ⁇ 30°.
  • the antenna assembly 70 can achieve approximately full spatial coverage.
  • two antennas 71 are distributed on both sides of the roll axis Z of the ducted aircraft 100 .
  • the projections of the two antennas 71 in the direction of the roll axis Z of the ducted aircraft 100 are arranged symmetrically with respect to the yaw axis Y of the ducted aircraft 100 .
  • the projections of the two antennas 71 in the pitch axis X direction of the ducted aircraft 100 are staggered.
  • the ducted aircraft 100 can ensure that at least one antenna 71 has directional pattern coverage in different postures, thereby improving the stability of the wireless communication link of the ducted aircraft 100 .
  • the angle between the projections of the two antennas 71 in the pitch axis X direction of the ducted aircraft 100 is ⁇ , where 40° ⁇ 60°.
  • the projections of the two antennas 71 in the pitch axis X direction of the ducted aircraft 100 are arranged symmetrically with respect to the yaw axis Y of the ducted aircraft 100 .
  • the duct 10 includes a top side and a bottom side
  • the fuselage 20 is installed on the top side of the duct 10
  • the two antennas 71 are provided on the bottom side of the duct 10 .
  • the antenna 71 is housed inside the stand 15 .
  • the antenna 71 is accommodated inside the tripod 15 and can be well protected by the tripod 15 .
  • the two tripods 15 housing the antenna 71 are arranged in a figure-eight shape, and the angle between each tripod 15 and the yaw axis Y of the ducted aircraft 100 is ⁇ , where 15° ⁇ 30°.
  • ⁇ the angle between each tripod 15 and the yaw axis Y of the ducted aircraft 100.
  • the tripod 71 is tilted, so that when it hits the ground, part of the impact force can be dispersed and the impact force can be avoided. All are passed to the fuselage 20 through the duct 10 .
  • the duct 10 includes a duct body 10a and a cover 10b.
  • the duct body 10a is provided with an open wiring channel 10c.
  • the connection between the fuselage 20 and the antenna 71 is The wires are arranged in the wiring channel 10c, the cover plate 10b is detachably connected to the duct body 10a, and the cover plate 10b is used to cover the open opening.
  • This embodiment facilitates the wiring between the fuselage 20 and the antenna 71. Specifically, when wiring, the cover 10b can be opened first, and then the cover 10b can be closed after the wiring and wiring between the fuselage 20 and the antenna 71 are completed. Covering the open door is simple and convenient.
  • Figure 28 shows the 2D directional radiation pattern of the two antennas on the theta90-degree surface of the fuselage. It can be seen from Figure 28 that the two antennas as a whole can achieve a full directional pattern on the theta90-degree surface of the fuselage. coverage effect.
  • Figure 29 shows the 2D directional radiation pattern of the two antennas on the phi0-degree surface of the fuselage. It can be seen from Figure 29 that the two antennas form a whole that can achieve a full directional pattern on the phi0-degree surface of the fuselage. coverage effect.
  • the embodiment of the present application also proposes a duct 10.
  • the proposed duct 10 includes at least two duct monomers 11.
  • the duct monomers 11 have duct holes 111.
  • the hole 111 is used to accommodate the power assembly 30 of the ducted aircraft 100, and the duct 10 is used to jointly generate aerodynamic lift with the power assembly 30, wherein the duct unit 11 is at least partially a hollow structure.
  • the duct 10 includes a first duct structure 12 and a second duct structure 13.
  • the first duct structure 12 and the second duct structure 13 are assembled to form the duct 10.
  • At least two duct monomers 11 form a surrounding distribution structure, two adjacent duct monomers 11 are connected to each other, and the connection between at least two duct monomers 11 is provided with a first reinforcing structure. 110.
  • the duct 10 includes a foot frame 15 and the first reinforcing structure 110 is disposed adjacent to the foot frame 15 .
  • the first reinforcing structure 110 includes reinforcing ribs 1101 and embedded grooves 1102.
  • the reinforcing ribs 1101 are provided at one of the first duct structure 12 and the second duct structure 13.
  • the embedded grooves 1102 are provided at the first duct structure 12 and the second duct structure 13.
  • an adhesive is provided in the embedding groove 1102, and the reinforcing rib 1101 is bonded and fixed to the inner wall of the embedding groove 1102 through the adhesive.
  • the first duct structure 12 includes at least two duct inner rings 121, which form the inner wall of the duct unit 11, and the second duct structure 13 includes at least two duct outer rings 131,
  • the duct outer ring 131 forms the outer wall of the duct unit 11 , and the duct inner ring 121 and the duct outer ring 131 are assembled to form the duct unit 11 .
  • each duct inner ring 121 forms a surrounding distribution structure, and each duct inner ring 121 is an annular closed structure.
  • the first duct structure 12 also includes a second reinforcing structure 122 , and the second reinforcing structure 122 is located at It surrounds the middle of the distribution structure and is connected to at least two duct inner rings 121 .
  • the second reinforcing structure 122 is integrally formed with the inner ring 121 of the duct, or the second reinforcing structure 122 is detachably connected to the inner ring 121 of the duct.
  • the second reinforcing structure 122 is provided with a hollow structure 1221.
  • the second reinforcing structure 122 and the duct inner ring 121 are enclosed to form a cavity 123 , and the cavity 123 is used to accommodate the avionics module and/or the power module of the ducted aircraft 100 .
  • the inner ring 121 of the duct is provided with a vent 1211 communicating with the cavity 123 .
  • each duct inner ring 121 forms a surrounding distribution structure, and each duct inner ring 121 is an annular closed structure.
  • the first duct structure 12 also includes a third reinforcing structure 124 , and the third reinforcing structure 124 is located at It surrounds the edge of the distribution structure and connects two adjacent duct inner rings 121 .
  • the duct 10 includes a foot frame 15 , and the third reinforcing structure 124 is provided at the foot frame 15 .
  • the third reinforcing structure 124 is integrally formed with the inner ring 121 of the duct, or the third reinforcing structure 124 is detachably connected to the inner ring 121 of the duct.
  • each duct outer ring 131 forms a surrounding distribution structure, each duct outer ring 131 is an arc-shaped structure, and the ends of two adjacent duct outer rings 131 are connected to each other.
  • the duct 10 includes a leg 15 , which is provided at the connection between two adjacent outer rings 131 of the duct.
  • the foot frame 15 and the duct outer ring 131 are integrally formed.
  • one of the duct inner ring 121 and the duct outer ring 131 is provided with an assembly groove 101, and the other of the duct inner ring 121 and the duct outer ring 131 is provided with an assembly part 102, and the assembly part 102 is embedded in inside the assembly slot 101.
  • the assembly groove 101 is provided with adhesive, and the assembly portion 102 is bonded and fixed to the inner wall of the assembly groove 101 through the adhesive.
  • the assembly portion 102 is provided with positioning bosses 1021 on one or both sides in the thickness direction.
  • the duct inner ring 121 includes a first edge 121a and a second edge 121b opposite the first edge 121a
  • the duct outer ring 131 includes a third edge 131a and a fourth edge 131b opposite the third edge 131a
  • the first edge 121a butts with the third edge 131a
  • the second edge 121b butts with the fourth edge 131b, wherein, near the first edge 121a and the third edge 131a, and near the second edge 121b and the fourth edge 131b Both are provided with a matching structure of an assembly groove 101 and an assembly portion 102 .
  • one of the duct inner ring 121 and the duct outer ring 131 is provided with a guide hole 103, and the other of the duct inner ring 121 and the duct outer ring 131 is provided with a guide post 104, and the guide post 104 passes through in the guide hole 103.
  • one of the duct inner ring 121 and the duct outer ring 131 is provided with a first buckle portion 105
  • the other of the duct inner ring 121 and the duct outer ring 131 is provided with a second buckle portion 106 , the first buckle part 105 and the second buckle part 106 are buckled.
  • the duct 10 is provided with a first positioning portion 14 , and the first positioning portion 14 is used to cooperate with the second positioning portion of the fuselage 20 of the ducted aircraft 100 so that the fuselage 20 of the ducted aircraft 100 Can be positioned and installed in the duct 10.
  • the number of first positioning parts 14 is three, and the three first positioning parts 14 are arranged in a triangle on the duct 10 .
  • both the first duct structure 12 and the second duct structure 13 are hard parts.
  • both the duct inner ring 121 and the duct outer ring 131 are plastic parts.
  • the duct unit 11 has a central axis S, the longitudinal cross-sectional shape of the duct unit 11 is an airfoil, and the central arc line L of the airfoil protrudes toward the central axis S.
  • the duct unit 11 has a lip 11a and a diffusion port 11b. Gas enters the duct hole 111 from the lip 11a and diffuses out from the diffusion port 11b.
  • the diameter of the lip 11a is in a direction away from the diffusion port 11b. gradually increases.
  • the diameter of the diffusion port 11b gradually increases in a direction away from the lip 11a.
  • the divergence angle of the lip 11a close to the fuselage 20 is smaller than the divergence angle of the lip 11a far away from the fuselage 20 .
  • the divergence angle of the lip 11a close to the fuselage 20 is approximately zero.
  • the duct unit 11 includes an air inlet end 11 c and an air outlet end 11 d, and the outer diameter of the duct unit 11 gradually decreases from the air inlet end 11 c toward the air outlet end 11 d.
  • the power assembly 30 includes a propeller 31 , and the distance between the inner wall of the duct hole 111 and the propeller 31 is 0.75 mm ⁇ 0.1 mm.
  • duct 10 is provided with antenna assembly 70 .
  • the antenna assembly 70 is built inside the duct 10 , or the antenna assembly 70 is attached to the outer wall of the duct 10 .
  • the antenna assembly 70 includes at least two antennas 71 , and the at least two antennas 71 are not parallel to each other.
  • the antenna assembly 70 includes four antennas 71 , and the four antennas 71 are distributed in the duct 10 in such a manner that the maximum radiation directions of two adjacent antennas 71 are perpendicular.
  • antenna 71 is a conformal microstrip patch antenna 71 .
  • the antenna 71 is formed on the duct 10 using in-mold injection molding or laser direct forming technology or laser chemically activated metal plating technology.
  • the duct 10 includes four duct units 11 , the duct units 11 are provided with duct holes 111 , and an antenna 71 is provided on the outer wall of each duct unit 11 .
  • the antenna assembly 70 includes two antennas 71 , the two antennas 71 are respectively disposed on opposite sides of the duct 10 , and each antenna 71 is disposed at an angle with the yaw axis Y of the ducted aircraft 100 .
  • the two antennas 71 are arranged in a figure-eight shape.
  • the duct 10 includes a top side and a bottom side
  • the fuselage 20 is installed on the top side of the duct 10
  • the two antennas 71 are provided on the bottom side of the duct 10 .
  • a foot frame 15 is provided on the bottom side of the duct 10 , and the antenna 71 is accommodated inside the foot frame 15 .
  • the duct 10 includes a duct body 10a and a cover 10b.
  • the duct body 10a is provided with an open wiring channel 10c, and the connection between the fuselage 20 and the antenna 71 is arranged in the wiring channel 10c.
  • the cover plate 10b is detachably connected to the duct body 10a, and the cover plate 10b is used to cover the open opening.
  • the angle between each antenna 71 and the yaw axis Y of the duct 10 is ⁇ , where 15° ⁇ 30°.
  • two antennas 71 are distributed on both sides of the roll axis Z of the ducted aircraft 100 .
  • the projections of the two antennas 71 in the direction of the roll axis Z of the duct 10 are arranged symmetrically with respect to the yaw axis Y of the ducted aircraft 100 .
  • the projections of the two antennas 71 in the X direction of the pitch axis of the duct 10 are staggered.
  • the angle between the projections of the two antennas 71 in the X direction of the pitch axis of the duct 10 is ⁇ , where 40° ⁇ 60°.
  • the projections of the two antennas 71 in the pitch axis X direction of the ducted aircraft 100 are arranged symmetrically with respect to the yaw axis Y of the ducted aircraft 100 .

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Aviation & Aerospace Engineering (AREA)
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Abstract

一种涵道飞行器(100)及其涵道(10)，其中，涵道飞行器(100)包括涵道(10)、机身(20)和动力组件(30)，涵道(10)包括至少两个涵道单体(11)，涵道单体(11)具有涵道孔(111)，机身(20)与涵道(10)连接，动力组件(30)与机身(20)连接，动力组件(30)至少部分位于涵道孔(111)内，动力组件(30)与涵道(10)配合提供气动升力，其中，涵道单体(11)至少部分为中空结构。提出的涵道飞行器(100)，可以有效降低涵道(10)的重量，提高系统的力效，以延长续航时间。

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
涵道飞行器的涵道对提升动力系统的力效、延长续航时间和减小噪声有着重要的作用。现有涵道飞行器的涵道重量大，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：
涵道，包括至少两个涵道单体，所述涵道单体具有涵道孔；
机身，与所述涵道连接；
动力组件，与所述机身连接，所述动力组件至少部分位于所述涵道孔内，所述动力组件与所述涵道配合提供气动升力；
其中，所述涵道单体至少部分为中空结构。
本申请第二方面提出的涵道，包括至少两个涵道单体，所述涵道单体具有涵道孔，所述涵道孔用于容置涵道飞行器的动力组件，所述涵道用于与所述动力组件共同产生气动升力；
其中，所述涵道单体至少部分为中空结构。
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，通过设置涵道单体至少部分为中空结构，可以有效降低涵道的重量，提高系统的力效，以延长续航时间。而且通过设置动力组件少部分位于所述涵道孔内，动力组件和涵道的配合可以提高涵道飞行器的气动性能。此外，涵道对降低动力组件的噪音具有明显的效果。
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第一视角的结构示意图；
图2是本申请一实施例提出的涵道飞行器的第二视角的结构示意图；
图3是本申请一实施例提出的涵道的结构示意图；
图4是本申请一实施例提出的涵道的顶部视角的爆炸示意图；
图5是本申请一实施例提出的涵道的底部视角的爆炸示意图；
图6是图3中A处的局部放大示意图；
图7是图4中B处的局部放大示意图；
图8是图5中C处的局部放大示意图；
图9是本申请一实施例提出的第一涵道结构的结构示意图；
图10是本申请一实施例提出的第二涵道结构的结构示意图；
图11是图4中D处的局部放大示意图；
图12是图5中E处的局部放大示意图；
图13是本申请一实施例提出的涵道单体的剖面示意图；
图14是本申请一实施例提出的涵道单体的剖面示意图；
图15是本申请一实施例提出的涵道单体的剖面示意图；
图16是本申请一实施例提出的涵道飞行器的第一视角的结构示意图；
图17是本申请一实施例提出的涵道飞行器的第三视角的结构示意图；
图18是本申请一实施例提出的连接件的结构示意图；
图19是本申请一实施例提出的涵道单体的剖视示意图；
图20是本申请一实施例提出的涵道飞行器的第二视角的结构示意图；
图21是本申请一实施例提出的涵道飞行器的四个天线在机身theta90度面的2D方向辐射图；
图22是本申请一实施例提出的涵道飞行器的四个天线在机身phi0度面的2D方向辐射图；
图23是本申请另一实施例提出的涵道飞行器的结构示意图；
图24是本申请一实施例提出的涵道沿横滚轴方向视角的局部结构示意图；
图25是本申请一实施例提出的涵道沿俯仰轴方向视角的局部结构示意图；
图26是本申请一实施例提出的涵道的局部结构示意图；
图27是本申请一实施例提出的涵道的结构示意图；
图28是本申请另一实施例提出的涵道飞行器的两个天线在机身theta90度面的2D方向辐射图；
图29是本申请另一实施例提出的涵道飞行器的两个天线在机身phi0度面的2D方向辐射图。
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。
如图1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可以是单旋翼涵道飞行器，或者两旋翼涵道飞行器，或者两旋翼以上的多旋翼涵道飞行器。
如图1和图2所示，在一些实施例中，提出的涵道飞行器100包括涵道10、机身20和动力组件30，涵道10包括至少两个涵道单体11，涵道单体11具有涵道孔111，机身20与涵道10连接，动力组件30与机身20连接，动力组件30至少部分位于涵道孔111内，动力组件30与涵道10配合提供气动升力，其中，涵道单体11至少部分为中空结构。
本申请实施例提出的涵道飞行器100，通过设置涵道单体11至少部分为中空结构，可以有效降低涵道10的重量，提高系统的力效，以延长续航时间。且通过设置动力组件30少部分位于所述涵道孔111内，动力组件30和涵道10的配合可以提高涵道飞行器100的气动性能。此外，涵道10对降低动力组件30的噪音具有明显的效果。
如图3至图5所示，在一些实施例中，涵道10包括第一涵道结构12和第二涵道结构13，第一涵道结构12和第二涵道结构13组装后形成涵道10。在实际生产过程中，事先分别成型第一涵道结构12和第二涵道结构13，第一涵道结构12具有第一凹陷部，第二涵道结构13具有第二凹陷部，然后将第一涵道结构12和第二涵道结构13组装在一起形成所述涵道10，第一凹陷部和第二凹陷部结合形成所述中空结构。以该实施方式，可以降低涵道10的成型难度，方便量产和降低成本。可选地，第一涵道结构12和第二涵道结构13采用注塑或者机加工的方式分别成型。
需要说明的是，涵道10不局限于采用上述通过第一涵道结构12和第二涵道结构13组装的方式以实现涵道单体11至少具有部分的中空结构，例如，在其他一些实施例中，也可以通过3D打印的方式一次成型涵道10及所述中空结构，也即形成的涵道10是一个完整的部件，不需要由多个部件组装形成。
在一些实施例中，第一涵道结构12和第二涵道结构13均为硬质件。以该实施方式，涵道10成型后具有足够的强度，可以很好地维持涵道10形状，从而维持其气动特性。而且，硬质的涵道10受到撞击后形变小，可以避免出现由于涵道10发生形变与动力组件30的桨叶发生干涉，导致动力组件30出现受损或损坏的情况。
在一些实施例中，第一涵道结构12和第二涵道结构13均为塑胶件。塑胶具有较高强度和较低的重量，在保证涵道10强度的同时降低涵道10重量，从而可以延长涵道飞行器100的续航时间。当然，第一涵道结构12和第二涵道结构13不局限于是塑胶件，例如，在其他一些实施例中，第一涵道结构12和第二涵道结构13也可以采用金属材料或者木质材料或者碳纤维材料制成。
如图6所示，在一些实施例中，涵道10设有第一定位部14，机身20设有第二定位部(图未示)，机身20通过第一定位部14和第二定位部的配合定位安装于涵道10。由于为了充分利用涵道10的气动性能，动力组件30的桨叶与涵道孔111内侧壁的间距一般很小，而零件在制造过程中和装配过程中容易存在误差，制造和装配存在的误差会导致涵道飞行器100组装后，动力组件30的桨叶与涵道孔111内侧壁间距太小或者直接相接触，从而使得涵道飞行器100使用时会出现擦桨的情况。本实施例中，通过第一定位部14和第二定位部的配合，机身20可以精确地安装于涵道10，从而可以很好地控制桨叶与涵道孔111内侧壁的间距，避免出现擦桨的情况。
如图6所示，在一些实施例中，第一定位部14的数量为三个，三个第一定位部14在涵道10上呈三角形排布。以该实施方式，由三角形具有稳定性的原理可知，通过设置三个第一定位部14在涵道10上呈三角形排布，可以使得机身20稳定地安装于涵道10。而且，三个第一定位部14的三角形排布，也可以提高定位精度，使得机身20与涵道10之间可以实现较高的装配精度，间接地避免出现动力组件30与涵道10发生干涉的情况。
如图6所示，示例性地，第一定位部14为设于涵道10上的定位轴，第二定位部为设于机身20的轴孔，定位轴穿设于轴孔以实现涵道10和机身20的定位安装。当然，第一定位部14和第二定位部也不局限于是采用定位轴与轴孔的配合方式，例如，在其他一些实施例中，第一定位部14和第二定位部可以采用凸起与凹槽的配合方式，具体可以根据实际设计需要而定。
如图3至图5、图7至图8所示，在一些实施例中，至少两个涵道单体11形成周围环绕分布结构，相邻的两个涵道单体11相互连接，至少两个涵道单体11的连接处设有第一加强结构110。其中，所述的周围环绕分布结构指的是所述至少两个涵道单体11环绕分布于某一部件或者某一区域的四周，涵道单体11与涵道单体11之间可以是连接的也可以是不连接的，该定义沿用至下文。以该实施方式，通过在至少两个涵道单体11的连接处设有第一加强结构110，第一加强结构110可以起到加强涵道10强度的作用，减少涵道10出现变形与动力组件30的桨叶发生干涉，导致动力组件30出现受损或损坏的情况。
在一些实施例中，涵道10包括四个涵道单体11，四个涵道单体11两两连接形成周围环绕分布结构，四个涵道单体11形成四个连接位，其中，相对的两个连接位处设有所述第一加强结构110。当然，四个连接位均设有所述第一加强结构110也是可以的，具体可以根据实际设计需要而定。
在一些实施例中，涵道10包括脚架15。第一加强结构110靠近脚架15设置。在实际使用过程中，涵道飞行器100每次完成飞行后，在降落的过程中，涵道10的脚架15与地面有一个撞击的过程，撞击的力传递到第一涵道结构12和第二涵道结构13之间时可能导致第一涵道结构12和第二涵道结构13发生分离。本实施例中，通过将第一加强结构110靠近脚架15设置，第一加强结构110可以分散脚架15传递过来的撞击力，避免出现第一涵道结构12与第二涵道结构13发生分离的情况。
在一些实施例中，脚架15从相邻两个涵道单体11的交界处且远离涵道10的中心的位置延伸而出。以该实施方式，脚架15距离涵道10的中心的位置较远，有利于提高涵道飞行器100落地的稳定性。
在一些实施例中，第一加强结构110包括加强筋1101和嵌入槽1102，加强筋1101设于第一涵道结构12和第二涵道结构13中的一者，嵌入槽1102设于第一涵道结构12和第二涵道结构13中的另一者，其中，加强筋1101嵌于嵌入槽1102。可选地，加强筋1101与第一涵道结构12或第二涵道结构13一体成型。
在一些实施例中，嵌入槽1102内设有粘接剂，加强筋1101通过粘接剂与嵌入槽1102的内侧壁粘接固定。以该实施方式，粘接剂可以提高加强筋1101与嵌入槽1102内侧壁的结合力。使得第一涵道结构12和第二涵道结构13之间结合的更为牢固，稳定性更好。
在一些实施例中，第一加强结构110还包括拱形部1103，拱形部1103连接相邻的两个涵道单体11。示例性地，涵道10包括顶侧和底侧，机身20安装于涵道10的顶侧，拱形部1103可以是设于相邻两个涵道单体11的顶侧，也可以是设于相邻两个涵道单体11的底侧，或者相邻两个涵道单体11的顶侧和底侧均设有拱形部1103。具体地，以相邻两个涵道单体11的顶侧设有所述拱形部1103为例，拱形部1103从一个涵道单体11向上弧形弯曲后与相邻的涵道单体11连接。
需要说明的是，第一加强结构110不局限于上述的设置方式，例如，在其他一些实施例中，只有第一涵道结构12或者只有第二涵道结构13设有第一加强结构110，在该实施例中，第一加强结构110可以是设于第一涵道结构12的加强筋1101和/或拱形部1103，或者设于第二涵道结构13的加强筋1101和/或拱形部1103。
还需要说明的是，由上述可知，涵道10也可以采用3D打印成型，在该实施例中，第一加强结构110可以是直接3D打印成型在相邻两个涵道单体11之间的加强筋1101和/或拱形部1103。
如图9和图10所示，在一些实施例中，第一涵道结构12包括至少两个涵道内圈121，涵道内圈121形成涵道单体11的内侧壁，第二涵道结构13包括至少两个涵道外圈131，涵道外圈131形成涵道单体11的外侧壁，涵道内圈121和涵道外圈131组装形成涵道单体11。组装时，操作人员将第一涵道结构12的涵道内圈121与第二涵道结构13的涵道外圈131一一对准，然后将第一涵道结构12 与第二涵道结构13组装在一起，其中，第一涵道结构12和第二涵道结构13组合形成涵道10，一个涵道内圈121与一个涵道外圈131组合形成一个涵道单体11。
当然，第一涵道结构12和第二涵道结构13不局限于拆分为涵道内圈121和涵道外圈131，例如，在其他一些实施例中，第一涵道结构12和第二涵道结构13也可以拆分为涵道10的上半部分和下半部分，具体可以根据实际设计需要而定。
在一些实施例中，至少两个涵道内圈121形成周围环绕分布结构，每个涵道内圈121为环形封闭结构，第一涵道结构12还包括第二加强结构122，第二加强结构122位于周围环绕分布结构的中间并与至少两个涵道内圈121连接。以该实施方式，通过设置每个涵道内圈121为环形封闭结构，环形封闭结构整体性较好，不容易发生形变。而且通过设置第二加强结构122可以进一步提高第一涵道结构12的强度，使得涵道内圈121不容易发生变形。可选地，每个涵道内圈121可以是但不局限于是圆环结构。
如图9所示，在一些实施例中，第一涵道结构12包括四个涵道内圈121，分别为第一涵道内圈121a、第二涵道内圈121b、第三涵道内圈121c和第四涵道内圈121d，第一涵道内圈121a、第二涵道内圈121b、第三涵道内圈121c和第四涵道内圈121d两两连接形成周围环绕分布结构。第二加强结构122位于四个涵道内圈121围合形成的区域内。可选地，第二加强结构122与四个涵道内圈121均连接。
在一些实施例中，第二加强结构122与涵道内圈121一体成型。以该实施方式，可以提高第二加强结构122与涵道内圈121形成的整体的强度。当然，第二加强结构122与涵道内圈121不局限于是一体成型，例如，在其他一些实施例中，第二加强结构122与涵道内圈121可拆卸连接。
如图9所示，在一些实施例中，第二加强结构122与涵道内圈121围合形成凹腔123，凹腔123用于收容涵道飞行器100的航电模块和/或电源模块。以该实施方式，合理地利用涵道10的空间，有利于缩小涵道飞行器100的整体尺寸。
如图9所示，在一些实施例中，涵道内圈121设有连通凹腔123的通风口1211。以该实施方式，动力组件30的螺旋桨在旋转时产生的气流可以通过通风口1211进入到凹腔123内，对位于凹腔123内部的航电模块和/或电源模块起到散热作用。该结构巧妙地利用了现有结构，不用另外增设散热机构，不仅简化了机构，而且可以降低成本。
如图9所示，在一些实施例中，第二加强结构122设有镂空结构1221。以该实施方式，镂空结构1221可以降低涵道10的重量，降低能源消耗，提高涵道飞行器100的续航时间。此外，镂空结构1221有利于空气在凹腔123内部的流通，可以加快航电模块和/或电源模块的散热。
如图9所示，在一些实施例中，涵道10还包括第三加强结构124。第三加强结构124位于周围环绕分布结构的边缘并连接相邻的两个涵道单体11的外侧壁。以该实施方式，通过设置第三加强结构124在相邻的两个涵道单体11之间形成连接桥，可以提高涵道10的整体强度，使得涵道10不容易发生变形。
在一些实施例中，涵道10包括四个涵道单体11，分别为第一涵道单体、第二涵道单体、第三涵道单体和第四涵道单体，第一涵道单体、第二涵道单体、第三涵道单体和第四涵道单体两两连接形成周围环绕分布结构。第三加强结构124的数量为两个，其中一个第三加强结构124连接第一涵道单体和第二涵道单体的外侧，另一个第三加强结构124连接第三涵道单体和第四涵道单体的外侧。当然，第一涵道单体与第四涵道单体之间和/或第二涵道单体与第三涵道单体之间也设有第三加强结构124也是可以的，具体可以根据实际设计需要而定。
在一些实施例中，第三加强结构124位于周围环绕分布结构的边缘并连接相邻的两个涵道内圈121，也即第一涵道结构12设有第三加强结构124。以该实施方式，通过设置第三加强结构124可以提高第一涵道结构12的强度，使得涵道内圈121不容易发生变形。在其他一些实施例中，第三加强结构124设于第二涵道结构13也是可以的，具体可以根据实际设计需要而定。
如图9所示，在一些实施例中，第一涵道结构12包括四个涵道内圈121，分别为第一涵道内圈121a、第二涵道内圈121b、第三涵道内圈121c和第四涵道内圈121d，第一涵道内圈121a、第二涵道内圈121b、第三涵道内圈121c和第四涵道内圈121d两两连接形成周围环绕分布结构。第三加强结构124的数量为两个，其中一个第三加强结构124连接第一涵道内圈121a和第二涵道内圈121b，另一个第三加强结构124连接第三涵道内圈121c和第四涵道内圈121d。
如图10所示，在一些实施例中，涵道10包括脚架15，第三加强结构124设于脚架15处。在实 际使用过程中，涵道飞行器100在每次飞行结束后都需要进行降落，在降落的过程中，涵道10的脚架15与地面有一个撞击的过程。本实施例中，通过将第三加强结构124靠近脚架15设置，第三加强结构124分散脚架15传递过来的撞击力，避免涵道10出现损坏。
如图9所示，在一些实施例中，第三加强结构124与涵道内圈121一体成型。以该实施方式，可以提高第三加强结构124与涵道内圈121形成的整体的强度。当然，第三加强结构124与涵道内圈121不局限于是一体成型，例如，在其他一些实施例中，第三加强结构124与涵道内圈121可拆卸连接。
如图10所示，在一些实施例中，至少两个涵道外圈131形成周围环绕分布结构，每个涵道外圈131为弧形结构，相邻的两个涵道外圈131的端部相互连接。示例性地，第二涵道结构13包括四个涵道外圈131，四个涵道外圈131两两连接形成周围环绕分布结构。可选地，每个涵道外圈131可以是但不局限于圆弧结构。
如图10所示，在一些实施例中，脚架15设于相邻两个涵道外圈131的连接处。两个涵道外圈131的连接处具有较高的强度且能够较好的分散脚架15传递过来的撞击力。
如图10所示，在一些实施例中，涵道10包括四个涵道外圈131，脚架15的数量为四个，每两个涵道外圈131的连接处设有一个所述脚架15。
如图10所示，在一些实施例中，脚架15与涵道外圈131一体成型。以该实施方式，可以提高脚架15与涵道外圈131形成的整体的强度。
如图4、图5、图11、图12和图13所示，在一些实施例中，涵道内圈121和涵道外圈131中的一者设有装配槽101，涵道内圈121和涵道外圈131中的另一者设有装配部102，装配部102嵌于装配槽101内。以该实施方式，通过设置装配部102与装配槽101的配合，可以提高涵道内圈121与涵道外圈131的结合强度，使得涵道内圈121和涵道外圈131组装后相互之间不容易发生脱落。
在一些实施例中，装配槽101内设有粘接剂，装配部102通过粘接剂与装配槽101的内侧壁粘接固定。以该实施方式，粘接剂可以提高装配部102与装配槽101内侧壁的结合力。使得涵道内圈121和涵道外圈131之间结合的更为牢固。
如图12所示，在一些实施例中，装配部102在其厚度方向上的一侧或两侧设有定位凸台1021。以该实施方式，在装配部102嵌入装配槽101后，定位凸台1021抵接装配槽101的内侧壁，尽可能地缩小装配部102与装配槽101内侧壁之间的间隙，提高涵道内圈121与涵道外圈131之间的安装精度，避免涵道飞行器100组装完成后涵道内圈121与动力组件30的螺旋桨发生干涉。可以理解地，如果装配部102与装配槽101的内侧壁之间留存间隙，间隙使得涵道内圈121和涵道外圈131存在变形的可能，由于涵道孔111的内侧壁与桨叶的间隙较小，变形的涵道内圈121容易出现涵道10与动力组件30的桨叶发生干涉的情况。
如图13所示，在一些实施例中，涵道内圈121包括第一边缘121a和与第一边缘121a相对的第二边缘121b，涵道外圈131包括第三边缘131a和与第三边缘131a相对的第四边缘131b，第一边缘121a与第三边缘131a对接，第二边缘121b与第四边缘131b对接。其中，在靠近第一边缘121a和第三边缘131a处，以及在靠近第二边缘121b和第四边缘131b处均设有装配槽101和装配部102的配合结构。以该实施方式，通过在涵道内圈121和涵道外圈131的两个配合处均设有装配槽101和装配部102的配合结构，可以提高涵道内圈121与涵道外圈131的结合强度。当然，在其他一些实施例中，只在靠近第一边缘121a和第三边缘131a处，或者只在靠近第二边缘121b和第四边缘131b处设有装配槽101和装配部102的配合结构也是可以的。
如图4、图5、图11、图12和图14所示，在一些实施例中，涵道内圈121和涵道外圈131中的一者设有导向孔103，涵道内圈121和涵道外圈131中的另一者设有导向柱104，导向柱104穿设于导向孔103内。以该实施方式，一方面，导向柱104和导向孔103的配合可以降低涵道内圈121和涵道外圈131的装配难度，安装时，操作人员将导向柱104与导向孔103对齐，然后将涵道内圈121和涵道外圈131按压在一起即可，而无需进行装配槽101与装配部102的对齐。另一方面，导向柱104和导向孔103的配合可以提高涵道内圈121和涵道外圈131之间的结合强度，减少涵道10受到撞击时出现涵道内圈121和涵道外圈131发生相互分离的情况。
如图4、图5、图11、图12和图15所示，在一些实施例中，涵道内圈121和涵道外圈131中的一者设有第一卡扣部105，涵道内圈121和涵道外圈131中的另一者设有第二卡扣部106，第一卡扣部105与第二卡扣部106卡接。涵道内圈121和涵道外圈131在实际组装过程中，操作人员先在装配 槽101内注入粘接剂，接着将导向柱104与导向孔103对齐，并按压涵道内圈121和涵道外圈131，使得装陪部嵌入装配槽101内，然后将刚刚组装完成的涵道10转移到治具进行固定，在这过程中，粘接剂还未固化，且涵道内圈121和涵道外圈131之间存在装配应力，因此在将刚刚组装完成的涵道10转移到治具进行固定的过程中，涵道内圈121和涵道外圈131可能会出现相互分离。本实施例中，通过设置第一卡扣部105与第二卡扣部106的配合，可以避免将刚刚组装完成的涵道10转移到治具进行固定的过程中，涵道内圈121和涵道外圈131出现相互分离的情况。
如图16所示，在一些实施例中，机身20包括机身主体21和机臂22，机臂22连接机身主体21和动力组件30，其中，机臂22包括第一支撑臂221和第二支撑臂222，第一支撑臂221和第二支撑臂222由机身主体21向外延伸并连接，以使第一支撑臂221、第二支撑臂222和部分机身主体21共同围合呈三角形，动力组件30安装于第一支撑臂221与第二支撑臂222的连接处。以该实施方式，由三角形具有稳定性的原理可知，第一支撑臂221、第二支撑臂222和部分机身主体21的三角形结构可以提高机臂22的强度和稳定性，避免涵道飞行器100在使用的过程中，机臂22发生形变，导致动力组件30的桨叶与涵道孔111的内侧壁发生干涉的情况。而且，第一支撑臂221、第二支撑臂222和部分机身主体21的三角形结构也可以提高机臂22的定位精度，也即提高动力组件30安装于机臂22时的定位精度，从而避免出现动力组件30与涵道10发生干涉的情况。
如图16和图17所示，在一些实施例中，涵道飞行器100还包括减震机构40、云台50和摄像装置60，减震机构40与机身20连接，云台50与减震机构40连接，摄像装置60与云台50连接，其中，减震机构40位于摄像装置60的下方。以该实施方式，通过设置减震机构40，可以削弱从机身20传递到摄像装置60的振动，提高摄像装置60的成像质量。而且，通过将减震机构40设于摄像装置60的下方有利于涵道飞行器100结构的紧凑，缩小涵道飞行器100的体积以减小风阻。具体地，本实施例中，通过将减震机构40设于摄像装置60的下方，使得摄像装置60可以收容于机身20的前端，使得摄像装置60与机身20形成的整体性较好。可以理解地，如果将减震机构40设于摄像装置60的上方，机身20连接减震机构40，减震机构40再连接摄像装置60，势必造成摄像装置60需要延伸到涵道飞行器100的底部，造成涵道飞行器100整体体积变大，风阻变大。
在一些实施例中，减震机构40包括连接件41和减震件42，连接件41与云台50连接，减震件42连接连接件41和机身20。
在一些实施例中，减震件42为减震球，数量为三个，三个减震球呈三角形排布。以该实施方式，在简化减震机构40的情况下，三角形排布的三个减震球可以形成平面减震，起到较好的减震效果。当然，减震件42不局限于是减震球，例如，在其他一些实施例中，减震件也可以是弹簧、弹片、塑胶件或者其他具有弹性的部件，具体可以根据实际设计需要而定。
如图17所示，在一些实施例中，云台50包括云台支架51和电机52，电机52安装于云台支架51并与摄像装置60连接，其中，云台支架51与连接件41一体成型。以该实施方式，通过设置云台支架51与连接件41一体成型，不仅可以减少装配工序，降低云台50和减震机构40之间的装配难度，而且可以增加云台50与减震机构40之间的连接强度。
在一些实施例中，云台支架51相对于连接件41倾斜预设角度以避免遮挡摄像装置60的视野。可选地，云台支架51相对于连接件41朝向涵道飞行器100的后侧倾斜。
如图18所示，在一些实施例中，电机52用于驱动摄像装置60进行俯仰动作，连接件41朝向涵道飞行器100前进方向的一侧设有避让缺口411，避让缺口411使得连接件41在摄像装置60俯视到极限位置时避开摄像装置60的视野，以避免对摄像装置60的视野形成遮挡。
如图18所示，在一些实施例中，连接件41包括第一延伸部412和第二延伸部413，第二延伸部413与第一延伸部412呈V字形设置，第一延伸部412和第二延伸部413围合形成避让缺口411。以该实施方式，连接件41使用到的材料少，重量低，可以减少能量消耗。当然，连接件41也不局限于上述的设置方式，例如，在其他一些实施例中，连接件41也可以设置为板状，只要连接件41设有所述避让缺口411以避免对摄像装置60的视野形成遮挡即可。
如图18所示，在一些实施例中，第一延伸部412包括第一连接端412a和第一自由端412b，第二延伸部413包括第二连接端413a和第二自由端413b，第一连接端412a与第二连接端413a连接，三个减震球中的一个设于第一自由端412b，再一个设于第二自由端413b，再一个设于第一连接端412a和第二连接端413a的连接处。
如图19所示，在一些实施例中，涵道单体11具有中轴线S，涵道单体11的纵截面形状为翼型， 翼型的中弧线L朝向中轴线S凸出。其中，中弧线L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单体11内外表面在涵道单体11厚度方向中点的连线。以该实施方式，通过设置涵道单体11的纵截面形状为翼型，能够有效优化涵道单体11的前流场和后流场，能够有效提成涵道10的推力。
如图19所示，在一些实施例中，涵道单体11具有唇口11a和扩散口11b，气体从唇口11a进入涵道孔111并从扩散口11b扩散出去，唇口11a的口径在远离扩散口11b的方向上逐渐增大。以该实施方式，首先增加了涵道单体11的进气面积，为唇口11a的气流加速增加气流能量，其次通过设置唇口11a的口径逐渐增大，为涵道单体11形成了导流效果，可以有效避免气体在唇口11a处碰到涵道单体11时瞬间发生分离，对涵道单体11的效率和安全性造成影响。可以理解地，如果气体在唇口11a处碰到涵道单体11时发生了分离，分离的气流会在涵道单体11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，涵道单体11的唇口11a的表面为光滑过渡的表面。
如图19所示，在一些实施例中，扩散口11b的口径在远离唇口11a的方向上逐渐增大。以该实施方式，可以对单体的后流场形成导流效果，避免气体在涵道单体11的后流场产生漩涡气流。
在一些实施例中，唇口11a靠近机身20位置的扩散角小于唇口11a远离机身20位置的扩散角。在一些实施例中，唇口11a靠近机身20位置的扩散角大致为零。
如图19所示，在一些实施例中，涵道单体11包括进风端11c和出风端11d，涵道单体11的外径从进风端11c朝向出风端11d逐渐减小。也即涵道单体11从进风端11c到出风端11d大致呈漏斗状，以该实施方式，涵道单体11的进风量大，扩散口11b缩小可以提高从扩散口11b流出的气体的流出，从而获得较好的推力。
如图19所示，在一些实施例中，动力组件30包括螺旋桨31，涵道孔111的内壁与螺旋桨31的间距为0.75mm±0.1mm。
如图19所示，在一些实施例中，涵道单体11的顶侧与底侧的间距为t 1，其中，t 1＝13.34mm±1mm。
如图19所示，在一些实施例中，在涵道单体11的同一个纵截面，涵道单体11的内侧距离中轴线S的最近点与涵道单体11的外侧距离中轴线S的最远点之间的间距为t 2，其中，t 2＝10.47mm±1mm。
如图19所示，在一些实施例中，螺旋桨31旋转形成桨盘，桨盘的直径为Q，其中Q＝73.2mm±7mm。
如图19所示，在一些实施例中，涵道单体11的翼型截面的弦P的长度为K，其中，K＝14.95mm±1.5mm。
如图19所示，在一些实施例中，涵道单体11的翼型截面的弦P与水平面的夹角为θ，其中，θ＝57.57°±5.7°。
如图20所示，在一些实施例中，涵道飞行器100还包括设于涵道10的天线组件70。
在一些实施例中，天线组件70全部贴合于涵道10的外表面。
在一些实施例中，天线组件70内置于涵道10内部。以该实施方式，涵道10可以对天线组件70形成较好的防护。
如图20所示，在一些实施例中，天线组件70包括至少两个天线71，至少两个天线71之间相互不平行。
如图20所示，在一些实施例中，天线组件70包括四个天线71，四个天线71以相邻两个天线71的最大辐射方向相垂直的方式分布于涵道10。以该实施方式，天线组件70可以近似实现覆盖全空间的方向图覆盖效果，信号连接稳定。
如图20所示，示例性地，涵道10包括四个涵道单体11，涵道单体11设有涵道孔111，每个涵道单体11的外侧壁设有一个天线71。具体地，四个涵道单体11分别为第一涵道单体11e、第二涵道单体11f、第三涵道单体11g和第四涵道单体11h，第一涵道单体11e位于机身20的左前方，第二涵道单体11f位于机身20的左后方，第三涵道单体11g位于机身20的右后方，第四涵道单体11h位于机身20的右前方。四个天线71分别为第一天线71a、第二天线71b、第三天线71c和第四天线71d，第一天线71a设于第一涵道单体11e的外侧壁且最大辐射方向朝向涵道飞行器100的前侧，第二天线71b设于第二涵道单体11f的外侧壁且最大辐射方向朝向涵道飞行器100的左侧，第三天线71c设于第三涵道单体11g的外侧壁且最大辐射方向朝向涵道飞行器100的后侧，第四天线71d设于第四涵道单体11h的外侧壁且最大辐射方向朝向涵道飞行器100的右侧。
如图21所示，图21展示的是四个天线在机身theta90度面的2D方向辐射图，由图21可以看出该四个天线形成的整体在机身theta90度面可以实现全方向图的覆盖效果。
如图22所示，图22展示的是四个天线在机身phi0度面的2D方向辐射图，由图22可以看出该四个天线形成的整体在机身phi0度面可以实现全方向图的覆盖效果。
需要说明的是，涵道10不一定包括四个涵道单体11才能实现四个天线71以相邻两个天线71的最大辐射方向相垂直的方式分布于涵道10，例如，在其他一些实施例中，如图23所示，涵道10包括两个涵道单体11，分别为设于机身20左侧的左涵道单体11i和设于机身20右侧的右涵道单体11j，第一天线71a设于左涵道单体11i的外侧壁且最大辐射方向朝向涵道飞行器100的前侧，第二天线71b设于左涵道单体11i的外侧壁且最大辐射方向朝向涵道飞行器100的左侧，第三天线71c设于右涵道单体11j的外侧壁且最大辐射方向朝向涵道飞行器100的后侧，第四天线71d设于右涵道单体11j的外侧壁且最大辐射方向朝向涵道飞行器100的右侧。也即，四个天线71的最大辐射方向的设置并不依托于涵道单体11的个数，当涵道10包括六个涵道单体11或者八个涵道单体11或者其他个数的涵道单体11时，也能实现四个天线71以相邻两个天线71的最大辐射方向相垂直的方式分布于涵道10。
在一些实施例中，天线71为共形微带贴片天线。可选地，天线71采用模内注塑或者激光直接成型技术或者激光化学活化金属镀技术成型于涵道10。
如图24所示，需要说明的是，天线组件70不局限于上面的设置方式，例如，在其他一些实施例中，天线组件70包括两个天线71，两个天线71分别设于涵道10相对的两侧，每个天线71与涵道飞行器100的偏航轴Y呈夹角设置。以该实施方式，相对于现有的将天线71与涵道飞行器100的偏航轴Y平行的设置方式，天线71与涵道飞行器100的偏航轴Y呈夹角设置的方式可以将天线71的最大辐射方向避开涵道飞行器100的机身20或电池等金属部件，从而可以实现较好的信号覆盖效果。
如图24所示，在一些实施例中，两个天线71呈八字形设置。
如图24所示，在一些实施例中，每个天线71与涵道飞行器100的偏航轴Y的夹角为α，其中，15°≤α≤30°。以该实施方式，天线组件70可以实现近似全空间覆盖。
如图24所示，在一些实施例中，两个天线71分布于涵道飞行器100的横滚轴Z的两侧。
如图24所示，在一些实施例中，两个天线71在涵道飞行器100的横滚轴Z方向上的投影相对于涵道飞行器100的偏航轴Y对称设置。
如图25所示，在一些实施例中，两个天线71在涵道飞行器100的俯仰轴X方向的投影呈交错设置。以该实施方式，涵道飞行器100在不同姿态下，都能保证至少有一个天线71有方向图覆盖，提高涵道飞行器100无线通信链路的稳定性。
如图25所示，在一些实施例中，两个天线71在涵道飞行器100的俯仰轴X方向的投影的夹角为β，其中，40°≤β≤60°。
如图25所示，在一些实施例中，两个天线71在涵道飞行器100的俯仰轴X方向的投影相对于涵道飞行器100的偏航轴Y对称设置。
在一些实施例中，涵道10包括顶侧和底侧，机身20安装于涵道10的顶侧，两个天线71设于涵道10的底侧。
在一些实施例中，天线71容置于脚架15内部。以该实施方式，天线71容置于脚架15内部可以很好地受到脚架15的保护。
在一些实施例中，容置有天线71的两个脚架15呈八字形设置，每个脚架15与涵道飞行器100的偏航轴Y的夹角为α，其中，15°≤α≤30°。以该实施方式，一方面与天线71的倾斜角度一致，方便天线71的角度设置，另一方面，脚架71倾斜设置，在撞击到地面时，可以分散掉部分的冲击力，避免将冲击力全部通过涵道10传递给机身20。
如图26和图27所示，在一些实施例中，涵道10包括涵道本体10a和盖板10b，涵道本体10a设有敞口的走线通道10c，机身20与天线71的连线排布于走线通道10c，盖板10b与涵道本体10a可拆卸连接，盖板10b用于封盖敞口。以该实施方式，方便机身20与天线71之间的接线，具体地，接线时可以先打开盖板10b，等到机身20与天线71之间完成接线和布线后，再将盖板10b封盖于敞口，简单方便。
如图28所示，图28展示的是两个天线在机身theta90度面的2D方向辐射图，由图28可以看出 该两个天线形成的整体在机身theta90度面可以实现全方向图的覆盖效果。
如图29所示，图29展示的是两个天线在机身phi0度面的2D方向辐射图，由图29可以看出该两个天线形成的整体在机身phi0度面可以实现全方向图的覆盖效果。
如图1至图29所示，本申请的实施例还提出一种涵道10，提出的涵道10包括至少两个涵道单体11，涵道单体11具有涵道孔111，涵道孔111用于容置涵道飞行器100的动力组件30，涵道10用于与动力组件30共同产生气动升力，其中，涵道单体11至少部分为中空结构。
在一些实施例中，涵道10包括第一涵道结构12和第二涵道结构13，第一涵道结构12和第二涵道结构13组装后形成涵道10。
在一些实施例中，至少两个涵道单体11形成周围环绕分布结构，相邻的两个涵道单体11相互连接，至少两个涵道单体11的连接处设有第一加强结构110。
在一些实施例中，涵道10包括脚架15，第一加强结构110靠近脚架15设置。
在一些实施例中，第一加强结构110包括加强筋1101和嵌入槽1102，加强筋1101设于第一涵道结构12和第二涵道结构13中的一者，嵌入槽1102设于第一涵道结构12和第二涵道结构13中的另一者，其中，加强筋1101嵌于嵌入槽1102。
在一些实施例中，嵌入槽1102内设有粘接剂，加强筋1101通过粘接剂与嵌入槽1102的内侧壁粘接固定。
在一些实施例中，第一涵道结构12包括至少两个涵道内圈121，涵道内圈121形成涵道单体11的内侧壁，第二涵道结构13包括至少两个涵道外圈131，涵道外圈131形成涵道单体11的外侧壁，涵道内圈121和涵道外圈131组装形成涵道单体11。
在一些实施例中，至少两个涵道内圈121形成周围环绕分布结构，每个涵道内圈121为环形封闭结构，第一涵道结构12还包括第二加强结构122，第二加强结构122位于周围环绕分布结构的中间并与至少两个涵道内圈121连接。
在一些实施例中，第二加强结构122与涵道内圈121一体成型，或者第二加强结构122与涵道内圈121可拆卸连接。
在一些实施例中，第二加强结构122设有镂空结构1221。
在一些实施例中，第二加强结构122与涵道内圈121围合形成凹腔123，凹腔123用于收容涵道飞行器100的航电模块和/或电源模块。
在一些实施例中，涵道内圈121设有连通凹腔123的通风口1211。
在一些实施例中，至少两个涵道内圈121形成周围环绕分布结构，每个涵道内圈121为环形封闭结构，第一涵道结构12还包括第三加强结构124，第三加强结构124位于周围环绕分布结构的边缘并连接相邻的两个涵道内圈121。
在一些实施例中，涵道10包括脚架15，第三加强结构124设于脚架15处。
在一些实施例中，第三加强结构124与涵道内圈121一体成型，或者第三加强结构124与涵道内圈121可拆卸连接。
在一些实施例中，至少两个涵道外圈131形成周围环绕分布结构，每个涵道外圈131为弧形结构，相邻的两个涵道外圈131的端部相互连接。
在一些实施例中，涵道10包括脚架15，脚架15设于相邻两个涵道外圈131的连接处。
在一些实施例中，脚架15与涵道外圈131一体成型。
在一些实施例中，涵道内圈121和涵道外圈131中的一者设有装配槽101，涵道内圈121和涵道外圈131中的另一者设有装配部102，装配部102嵌于装配槽101内。
在一些实施例中，装配槽101内设有粘接剂，装配部102通过粘接剂与装配槽101的内侧壁粘接固定。
在一些实施例中，装配部102在其厚度方向上的一侧或两侧设有定位凸台1021。
在一些实施例中，涵道内圈121包括第一边缘121a和与第一边缘121a相对的第二边缘121b，涵道外圈131包括第三边缘131a和与第三边缘131a相对的第四边缘131b，第一边缘121a与第三边缘131a对接，第二边缘121b与第四边缘131b对接，其中，在靠近第一边缘121a和第三边缘131a处，以及在靠近第二边缘121b和第四边缘131b处均设有装配槽101和装配部102的配合结构。
在一些实施例中，涵道内圈121和涵道外圈131中的一者设有导向孔103，涵道内圈121和涵道 外圈131中的另一者设有导向柱104，导向柱104穿设于导向孔103内。
在一些实施例中，涵道内圈121和涵道外圈131中的一者设有第一卡扣部105，涵道内圈121和涵道外圈131中的另一者设有第二卡扣部106，第一卡扣部105与第二卡扣部106卡接。
在一些实施例中，涵道10设有第一定位部14，第一定位部14用于与涵道飞行器100的机身20的第二定位部配合，以使涵道飞行器100的机身20能够定位安装于涵道10。
在一些实施例中，第一定位部14的数量为三个，三个第一定位部14在涵道10上呈三角形排布。
在一些实施例中，第一涵道结构12和第二涵道结构13均为硬质件。
在一些实施例中，涵道内圈121和涵道外圈131均为塑胶件。
在一些实施例中，涵道单体11具有中轴线S，涵道单体11的纵截面形状为翼型，翼型的中弧线L朝向中轴线S凸出。
在一些实施例中，涵道单体11具有唇口11a和扩散口11b，气体从唇口11a进入涵道孔111并从扩散口11b扩散出去，唇口11a的口径在远离扩散口11b的方向上逐渐增大。
在一些实施例中，扩散口11b的口径在远离唇口11a的方向上逐渐增大。
在一些实施例中，唇口11a靠近机身20位置的扩散角小于唇口11a远离机身20位置的扩散角。
在一些实施例中，唇口11a靠近机身20位置的扩散角大致为零。
在一些实施例中，涵道单体11包括进风端11c和出风端11d，涵道单体11的外径从进风端11c朝向出风端11d逐渐减小。
在一些实施例中，动力组件30包括螺旋桨31，涵道孔111的内壁与螺旋桨31的间距为0.75mm±0.1mm。
在一些实施例中，涵道10设有天线组件70。
在一些实施例中，天线组件70内置于涵道10内部，或者天线组件70附着于涵道10的外壁面。
在一些实施例中，天线组件70包括至少两个天线71，至少两个天线71之间相互不平行。
在一些实施例中，天线组件70包括四个天线71，四个天线71以相邻两个天线71的最大辐射方向相垂直的方式分布于涵道10。
在一些实施例中，天线71为共形微带贴片天线71。
在一些实施例中，天线71采用模内注塑或者激光直接成型技术或者激光化学活化金属镀技术成型于涵道10。
在一些实施例中，涵道10包括四个涵道单体11，涵道单体11设有涵道孔111，每个涵道单体11的外侧壁设有一个天线71。
在一些实施例中，天线组件70包括两个天线71，两个天线71分别设于涵道10相对的两侧，每个天线71与涵道飞行器100的偏航轴Y呈夹角设置。
在一些实施例中，两个天线71呈八字形设置。
在一些实施例中，涵道10包括顶侧和底侧，机身20安装于涵道10的顶侧，两个天线71设于涵道10的底侧。
在一些实施例中，涵道10的底侧设有脚架15，天线71容置于脚架15内部。
在一些实施例中，涵道10包括涵道本体10a和盖板10b，涵道本体10a设有敞口的走线通道10c，机身20与天线71的连线排布于走线通道10c，盖板10b与涵道本体10a可拆卸连接，盖板10b用于封盖敞口。
在一些实施例中，每个天线71与涵道10的偏航轴Y的夹角为α，其中，15°≤α≤30°。
在一些实施例中，两个天线71分布于涵道飞行器100的横滚轴Z的两侧。
在一些实施例中，两个天线71在涵道10的横滚轴Z方向上的投影相对于涵道飞行器100的偏航轴Y对称设置。
在一些实施例中，两个天线71在涵道10的俯仰轴X方向的投影呈交错设置。
在一些实施例中，两个天线71在涵道10的俯仰轴X方向的投影的夹角为β，其中，40°≤β≤60°。
在一些实施例中，两个天线71在涵道飞行器100的俯仰轴X方向的投影相对于涵道飞行器100的偏航轴Y对称设置。
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 (114)

  1. 一种涵道飞行器，其特征在于，包括：
    涵道，包括至少两个涵道单体，所述涵道单体具有涵道孔；
    机身，与所述涵道连接；
    动力组件，与所述机身连接，所述动力组件至少部分位于所述涵道孔内，所述动力组件与所述涵道配合提供气动升力；
    其中，所述涵道单体至少部分为中空结构。
  2. 如权利要求1所述的涵道飞行器，其特征在于，所述涵道包括第一涵道结构和第二涵道结构，所述第一涵道结构和所述第二涵道结构组装后形成所述涵道。
  3. 如权利要求2所述的涵道飞行器，其特征在于，所述至少两个涵道单体形成周围环绕分布结构，相邻的两个所述涵道单体相互连接，至少两个所述涵道单体的连接处设有第一加强结构。
  4. 如权利要求3所述的涵道飞行器，其特征在于，所述涵道包括脚架，所述第一加强结构靠近所述脚架设置。
  5. 如权利要求3所述的涵道飞行器，其特征在于，所述第一加强结构包括：
    加强筋，设于所述第一涵道结构和所述第二涵道结构中的一者；
    嵌入槽，设于所述第一涵道结构和所述第二涵道结构中的另一者；
    其中，所述加强筋嵌于所述嵌入槽。
  6. 如权利要求5所述的涵道飞行器，其特征在于，所述嵌入槽内设有粘接剂，所述加强筋通过所述粘接剂与所述嵌入槽的内侧壁粘接固定。
  7. 如权利要求2所述的涵道飞行器，其特征在于，所述第一涵道结构包括至少两个涵道内圈，所述涵道内圈形成所述涵道单体的内侧壁，所述第二涵道结构包括至少两个涵道外圈，所述涵道外圈形成所述涵道单体的外侧壁，所述涵道内圈和所述涵道外圈组装形成所述涵道单体。
  8. 如权利要求7所述的涵道飞行器，其特征在于，所述至少两个涵道内圈形成周围环绕分布结构，每个所述涵道内圈为环形封闭结构；
    所述第一涵道结构还包括第二加强结构，所述第二加强结构位于所述周围环绕分布结构的中间并与至少两个所述涵道内圈连接。
  9. 如权利要求8所述的涵道飞行器，其特征在于，所述第二加强结构与所述涵道内圈一体成型，或者所述第二加强结构与所述涵道内圈可拆卸连接。
  10. 如权利要求8所述的涵道飞行器，其特征在于，所述第二加强结构设有镂空结构。
  11. 如权利要求8所述的涵道飞行器，其特征在于，所述第二加强结构与所述涵道内圈围合形成凹腔，所述凹腔用于收容所述涵道飞行器的航电模块和/或电源模块。
  12. 如权利要求11所述的涵道飞行器，其特征在于，所述涵道内圈设有连通所述凹腔的通风口。
  13. 如权利要求7所述的涵道飞行器，其特征在于，所述至少两个涵道内圈形成周围环绕分布结构，每个所述涵道内圈为环形封闭结构；
    所述第一涵道结构还包括第三加强结构，所述第三加强结构位于所述周围环绕分布结构的边缘并连接相邻的两个所述涵道内圈。
  14. 如权利要求13所述的涵道飞行器，其特征在于，所述涵道包括脚架，所述第三加强结构设于所述脚架处。
  15. 如权利要求13所述的涵道飞行器，其特征在于，所述第三加强结构与所述涵道内圈一体成型，或者所述第三加强结构与所述涵道内圈可拆卸连接。
  16. 如权利要求7所述的涵道飞行器，其特征在于，所述至少两个涵道外圈形成周围环绕分布结构，每个所述涵道外圈为弧形结构，相邻的两个涵道外圈的端部相互连接。
  17. 如权利要求16所述的涵道飞行器，其特征在于，所述涵道包括脚架，所述脚架设于 相邻两个所述涵道外圈的连接处。
  18. 如权利要求17所述的涵道飞行器，其特征在于，所述脚架与所述涵道外圈一体成型。
  19. 如权利要求7所述的涵道飞行器，其特征在于，所述涵道内圈和所述涵道外圈中的一者设有装配槽，所述涵道内圈和所述涵道外圈中的另一者设有装配部，所述装配部嵌于所述装配槽内。
  20. 如权利要求19所述的涵道飞行器，其特征在于，所述装配槽内设有粘接剂，所述装配部通过所述粘接剂与所述装配槽的内侧壁粘接固定。
  21. 如权利要求19所述的涵道飞行器，其特征在于，所述装配部在其厚度方向上的一侧或两侧设有定位凸台。
  22. 如权利要求19所述的涵道飞行器，其特征在于，所述涵道内圈包括第一边缘和与所述第一边缘相对的第二边缘，所述涵道外圈包括第三边缘和与所述第三边缘相对的第四边缘，所述第一边缘与所述第三边缘对接，所述第二边缘与所述第四边缘对接；
    其中，在靠近所述第一边缘和所述第三边缘处，以及在靠近所述第二边缘和所述第四边缘处均设有所述装配槽和所述装配部的配合结构。
  23. 如权利要求7所述的涵道飞行器，其特征在于，所述涵道内圈和所述涵道外圈中的一者设有导向孔，所述涵道内圈和所述涵道外圈中的另一者设有导向柱，所述导向柱穿设于所述导向孔内。
  24. 如权利要求7所述的涵道飞行器，其特征在于，所述涵道内圈和所述涵道外圈中的一者设有第一卡扣部，所述涵道内圈和所述涵道外圈中的另一者设有第二卡扣部，所述第一卡扣部与所述第二卡扣部卡接。
  25. 如权利要求1所述的涵道飞行器，其特征在于，所述涵道设有第一定位部，所述机身设有第二定位部，所述机身通过所述第一定位部和所述第二定位部的配合定位安装于所述涵道。
  26. 如权利要求25所述的涵道飞行器，其特征在于，所述第一定位部的数量为三个，三个所述第一定位部在所述涵道上呈三角形排布。
  27. 如权利要求1所述的涵道飞行器，其特征在于，还包括：
    减震机构，与所述机身连接；
    云台，与所述减震机构连接；
    摄像装置，与所述云台连接；
    其中，所述减震机构位于所述摄像装置的下方。
  28. 如权利要求27所述的涵道飞行器，其特征在于，所述减震机构包括：
    连接件，与所述云台连接；
    减震件，连接所述连接件和所述机身。
  29. 如权利要求28所述的涵道飞行器，其特征在于，所述减震件为减震球，数量为三个，所述三个减震球呈三角形排布。
  30. 如权利要求28所述的涵道飞行器，其特征在于，所述云台包括：
    云台支架；
    电机，安装于所述云台支架并与所述摄像装置连接；
    其中，所述云台支架与所述连接件一体成型。
  31. 如权利要求28所述的涵道飞行器，其特征在于，所述云台支架相对于所述连接件倾斜预设角度以避免遮挡所述摄像装置的视野。
  32. 如权利要求30所述的涵道飞行器，其特征在于，所述电机用于驱动所述摄像装置进行俯仰动作，所述连接件朝向所述涵道飞行器前进方向的一侧设有避让缺口，所述避让缺口使得所述连接件在所述摄像装置俯视到极限位置时避开所述摄像装置的视野，以避免对所述摄像装置的视野形成遮挡。
  33. 如权利要求32所述的涵道飞行器，其特征在于，所述连接件包括：
    第一延伸部；
    第二延伸部，与所述第一延伸部呈V字形设置；
    所述第一延伸部和所述第二延伸部围合形成所述避让缺口。
  34. 如权利要求1所述的涵道飞行器，其特征在于，所述机身包括：
    机身主体；
    机臂，连接所述机身主体和所述动力组件；
    其中，所述机臂包括第一支撑臂和第二支撑臂，所述第一支撑臂和所述第二支撑臂由所述机身主体向外延伸并连接，以使所述第一支撑臂、所述第二支撑臂和部分所述机身主体共同围合呈三角形，所述动力组件安装于所述第一支撑臂与所述第二支撑臂的连接处。
  35. 如权利要求2所述的涵道飞行器，其特征在于，所述第一涵道结构和所述第二涵道结构均为硬质件。
  36. 如权利要求35所述的涵道飞行器，其特征在于，所述第一涵道结构和所述第二涵道结构均为塑胶件。
  37. 如权利要求1所述的涵道飞行器，其特征在于，所述涵道单体具有中轴线，所述涵道单体的纵截面形状为翼型，所述翼型的中弧线朝向所述中轴线凸出。
  38. 如权利要求37所述的涵道飞行器，其特征在于，所述涵道单体具有唇口和扩散口，气体从所述唇口进入所述涵道孔并从所述扩散口扩散出去，所述唇口的口径在远离所述扩散口的方向上逐渐增大。
  39. 如权利要求38所述的涵道飞行器，其特征在于，所述扩散口的口径在远离所述唇口的方向上逐渐增大。
  40. 如权利要求39所述的涵道飞行器，其特征在于，所述唇口靠近所述机身位置的扩散角小于所述唇口远离所述机身位置的扩散角。
  41. 如权利要求40所述的涵道飞行器，其特征在于，所述唇口靠近所述机身位置的扩散角大致为零。
  42. 如权利要求1所述的涵道飞行器，其特征在于，所述涵道单体包括进风端和出风端，所述涵道单体的外径从所述进风端朝向所述出风端逐渐减小。
  43. 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，所述涵道孔的内壁与所述螺旋桨的间距为0.75mm±0.1mm。
  44. 如权利要求1所述的涵道飞行器，其特征在于，所述涵道飞行器还包括设于所述涵道的天线组件。
  45. 如权利要求44所述的涵道飞行器，其特征在于，所述天线组件内置于所述涵道内部，或者所述天线组件附着于所述涵道的外壁面。
  46. 如权利要求44所述的涵道飞行器，其特征在于，所述天线组件包括至少两个天线，所述至少两个天线之间相互不平行。
  47. 如权利要求44所述的涵道飞行器，其特征在于，所述天线组件包括四个天线，所述四个天线以相邻两个天线的最大辐射方向相垂直的方式分布于所述涵道。
  48. 如权利要求47所述的涵道飞行器，其特征在于，所述天线为共形微带贴片天线。
  49. 如权利要求47所述的涵道飞行器，其特征在于，所述天线采用模内注塑或者激光直接成型技术或者激光化学活化金属镀技术成型于所述涵道。
  50. 如权利要求47所述的涵道飞行器，其特征在于，所述涵道包括四个涵道单体，所述涵道单体设有所述涵道孔，每个所述涵道单体的外侧壁设有一个所述天线。
  51. 如权利要求44所述的涵道飞行器，其特征在于，所述天线组件包括两个天线，所述两个天线分别设于所述涵道相对的两侧，每个所述天线与所述涵道飞行器的偏航轴呈夹角设置。
  52. 如权利要求51所述的涵道飞行器，其特征在于，所述两个天线呈八字形设置。
  53. 如权利要求51所述的涵道飞行器，其特征在于，所述涵道包括顶侧和底侧，所述机 身安装于所述涵道的顶侧，所述两个天线设于所述涵道的底侧。
  54. 如权利要求53所述的涵道飞行器，其特征在于，所述涵道的底侧设有脚架，所述天线容置于所述脚架内部。
  55. 如权利要求54所述的涵道飞行器，其特征在于，所述涵道包括：
    涵道本体，设有敞口的走线通道，所述机身与所述天线的连线排布于所述走线通道；
    盖板，与所述涵道本体可拆卸连接，所述盖板用于封盖所述敞口。
  56. 如权利要求51所述的涵道飞行器，其特征在于，每个所述天线与所述涵道飞行器的偏航轴的夹角为α，其中，15°≤α≤30°。
  57. 如权利要求51所述的涵道飞行器，其特征在于，所述两个天线分布于所述涵道飞行器的横滚轴的两侧。
  58. 如权利要求57所述的涵道飞行器，其特征在于，所述两个天线在所述涵道飞行器的横滚轴方向上的投影相对于所述涵道飞行器的偏航轴对称设置。
  59. 如权利要求57所述的涵道飞行器，其特征在于，所述两个天线在所述涵道飞行器的俯仰轴方向的投影呈交错设置。
  60. 如权利要求59所述的涵道飞行器，其特征在于，所述两个天线在所述涵道飞行器的俯仰轴方向的投影的夹角为β，其中，40°≤β≤60°。
  61. 如权利要求60所述的涵道飞行器，其特征在于，所述两个天线在所述涵道飞行器的俯仰轴方向的投影相对于所述涵道飞行器的偏航轴对称设置。
  62. 一种涵道，其特征在于，包括至少两个涵道单体，所述涵道单体具有涵道孔，所述涵道孔用于容置涵道飞行器的动力组件，所述涵道用于与所述动力组件共同产生气动升力；
    其中，所述涵道单体至少部分为中空结构。
  63. 如权利要求62所述的涵道，其特征在于，所述涵道包括第一涵道结构和第二涵道结构，所述第一涵道结构和所述第二涵道结构组装后形成所述涵道。
  64. 如权利要求63所述的涵道，其特征在于，所述至少两个涵道单体形成周围环绕分布结构，相邻的两个所述涵道单体相互连接，至少两个所述涵道单体的连接处设有第一加强结构。
  65. 如权利要求64所述的涵道，其特征在于，所述涵道包括脚架，所述第一加强结构靠近所述脚架设置。
  66. 如权利要求64所述的涵道，其特征在于，所述第一加强结构包括：
    加强筋，设于所述第一涵道结构和所述第二涵道结构中的一者；
    嵌入槽，设于所述第一涵道结构和所述第二涵道结构中的另一者；
    其中，所述加强筋嵌于所述嵌入槽。
  67. 如权利要求66所述的涵道，其特征在于，所述嵌入槽内设有粘接剂，所述加强筋通过所述粘接剂与所述嵌入槽的内侧壁粘接固定。
  68. 如权利要求63所述的涵道，其特征在于，所述第一涵道结构包括至少两个涵道内圈，所述涵道内圈形成所述涵道单体的内侧壁，所述第二涵道结构包括至少两个涵道外圈，所述涵道外圈形成所述涵道单体的外侧壁，所述涵道内圈和所述涵道外圈组装形成所述涵道单体。
  69. 如权利要求68所述的涵道，其特征在于，所述至少两个涵道内圈形成周围环绕分布结构，每个所述涵道内圈为环形封闭结构；
    所述第一涵道结构还包括第二加强结构，所述第二加强结构位于所述周围环绕分布结构的中间并与至少两个所述涵道内圈连接。
  70. 如权利要求69所述的涵道，其特征在于，所述第二加强结构与所述涵道内圈一体成型，或者所述第二加强结构与所述涵道内圈可拆卸连接。
  71. 如权利要求69所述的涵道，其特征在于，所述第二加强结构设有镂空结构。
  72. 如权利要求69所述的涵道，其特征在于，所述第二加强结构与所述涵道内圈围合形成凹腔，所述凹腔用于收容所述涵道飞行器的航电模块和/或电源模块。
  73. 如权利要求72所述的涵道，其特征在于，所述涵道内圈设有连通所述凹腔的通风口。
  74. 如权利要求68所述的涵道，其特征在于，所述至少两个涵道内圈形成周围环绕分布结构，每个所述涵道内圈为环形封闭结构；
    所述第一涵道结构还包括第三加强结构，所述第三加强结构位于所述周围环绕分布结构的边缘并连接相邻的两个所述涵道内圈。
  75. 如权利要求74所述的涵道，其特征在于，所述涵道包括脚架，所述第三加强结构设于所述脚架处。
  76. 如权利要求74所述的涵道，其特征在于，所述第三加强结构与所述涵道内圈一体成型，或者所述第三加强结构与所述涵道内圈可拆卸连接。
  77. 如权利要求68所述的涵道，其特征在于，所述至少两个涵道外圈形成周围环绕分布结构，每个所述涵道外圈为弧形结构，相邻的两个涵道外圈的端部相互连接。
  78. 如权利要求77所述的涵道，其特征在于，所述涵道包括脚架，所述脚架设于相邻两个所述涵道外圈的连接处。
  79. 如权利要求78所述的涵道，其特征在于，所述脚架与所述涵道外圈一体成型。
  80. 如权利要求68所述的涵道，其特征在于，所述涵道内圈和所述涵道外圈中的一者设有装配槽，所述涵道内圈和所述涵道外圈中的另一者设有装配部，所述装配部嵌于所述装配槽内。
  81. 如权利要求80所述的涵道，其特征在于，所述装配槽内设有粘接剂，所述装配部通过所述粘接剂与所述装配槽的内侧壁粘接固定。
  82. 如权利要求80所述的涵道，其特征在于，所述装配部在其厚度方向上的一侧或两侧设有定位凸台。
  83. 如权利要求80所述的涵道，其特征在于，所述涵道内圈包括第一边缘和与所述第一边缘相对的第二边缘，所述涵道外圈包括第三边缘和与所述第三边缘相对的第四边缘，所述第一边缘与所述第三边缘对接，所述第二边缘与所述第四边缘对接；
    其中，在靠近所述第一边缘和所述第三边缘处，以及在靠近所述第二边缘和所述第四边缘处均设有所述装配槽和所述装配部的配合结构。
  84. 如权利要求68所述的涵道，其特征在于，所述涵道内圈和所述涵道外圈中的一者设有导向孔，所述涵道内圈和所述涵道外圈中的另一者设有导向柱，所述导向柱穿设于所述导向孔内。
  85. 如权利要求68所述的涵道，其特征在于，所述涵道内圈和所述涵道外圈中的一者设有第一卡扣部，所述涵道内圈和所述涵道外圈中的另一者设有第二卡扣部，所述第一卡扣部与所述第二卡扣部卡接。
  86. 如权利要求62所述的涵道，其特征在于，所述涵道设有第一定位部，所述第一定位部用于与所述涵道飞行器的机身的第二定位部配合，以使所述涵道飞行器的机身能够定位安装于所述涵道。
  87. 如权利要求86所述的涵道，其特征在于，所述第一定位部的数量为三个，三个所述第一定位部在所述涵道上呈三角形排布。
  88. 如权利要求63所述的涵道，其特征在于，所述第一涵道结构和所述第二涵道结构均为硬质件。
  89. 如权利要求88所述的涵道，其特征在于，所述涵道内圈和所述涵道外圈均为塑胶件。
  90. 如权利要求62所述的涵道，其特征在于，所述涵道单体具有中轴线，所述涵道单体的纵截面形状为翼型，所述翼型的中弧线朝向所述中轴线凸出。
  91. 如权利要求90所述的涵道，其特征在于，所述涵道单体具有唇口和扩散口，气体从所述唇口进入所述涵道孔并从所述扩散口扩散出去，所述唇口的口径在远离所述扩散口的方向上逐渐增大。
  92. 如权利要求91所述的涵道，其特征在于，所述扩散口的口径在远离所述唇口的方向 上逐渐增大。
  93. 如权利要求92所述的涵道，其特征在于，所述唇口靠近所述机身位置的扩散角小于所述唇口远离所述机身位置的扩散角。
  94. 如权利要求93所述的涵道，其特征在于，所述唇口靠近所述机身位置的扩散角大致为零。
  95. 如权利要求62所述的涵道，其特征在于，所述涵道单体包括进风端和出风端，所述涵道单体的外径从所述进风端朝向所述出风端逐渐减小。
  96. 如权利要求62所述的涵道，其特征在于，所述动力组件包括螺旋桨，所述涵道孔的内壁与所述螺旋桨的间距为0.75mm±0.1mm。
  97. 如权利要求62所述的涵道，其特征在于，所述涵道设有天线组件。
  98. 如权利要求97所述的涵道，其特征在于，所述天线组件内置于所述涵道内部，或者所述天线组件附着于所述涵道的外壁面。
  99. 如权利要求97所述的涵道，其特征在于，所述天线组件包括至少两个天线，所述至少两个天线之间相互不平行。
  100. 如权利要求97所述的涵道，其特征在于，所述天线组件包括四个天线，所述四个天线以相邻两个天线的最大辐射方向相垂直的方式分布于所述涵道。
  101. 如权利要求100所述的涵道，其特征在于，所述天线为共形微带贴片天线。
  102. 如权利要求100所述的涵道，其特征在于，所述天线采用模内注塑或者激光直接成型技术或者激光化学活化金属镀技术成型于所述涵道。
  103. 如权利要求100所述的涵道，其特征在于，所述涵道包括四个涵道单体，所述涵道单体设有所述涵道孔，每个所述涵道单体的外侧壁设有一个所述天线。
  104. 如权利要求97所述的涵道，其特征在于，所述天线组件包括两个天线，所述两个天线分别设于所述涵道相对的两侧，每个所述天线与所述涵道飞行器的偏航轴呈夹角设置。
  105. 如权利要求104所述的涵道，其特征在于，所述两个天线呈八字形设置。
  106. 如权利要求104所述的涵道，其特征在于，所述涵道包括顶侧和底侧，所述机身安装于所述涵道的顶侧，所述两个天线设于所述涵道的底侧。
  107. 如权利要求106所述的涵道，其特征在于，所述涵道的底侧设有脚架，所述天线容置于所述脚架内部。
  108. 如权利要求107所述的涵道，其特征在于，所述涵道包括：
    涵道本体，设有敞口的走线通道，所述机身与所述天线的连线排布于所述走线通道；
    盖板，与所述涵道本体可拆卸连接，所述盖板用于封盖所述敞口。
  109. 如权利要求104所述的涵道，其特征在于，每个所述天线与所述涵道的偏航轴的夹角为α，其中，15°≤α≤30°。
  110. 如权利要求104所述的涵道，其特征在于，所述两个天线分布于所述涵道飞行器的横滚轴的两侧。
  111. 如权利要求110所述的涵道，其特征在于，所述两个天线在所述涵道的横滚轴方向上的投影相对于所述涵道飞行器的偏航轴对称设置。
  112. 如权利要求110所述的涵道，其特征在于，所述两个天线在所述涵道的俯仰轴方向的投影呈交错设置。
  113. 如权利要求112所述的涵道，其特征在于，所述两个天线在所述涵道的俯仰轴方向的投影的夹角为β，其中，40°≤β≤60°。
  114. 如权利要求113所述的涵道，其特征在于，所述两个天线在所述涵道飞行器的俯仰轴方向的投影相对于所述涵道飞行器的偏航轴对称设置。
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