Rotor duct, aircraft, vehicle and control method of aircraft

Abstract

The invention discloses a rotor duct, an aircraft, a vehicle and a control method of the aircraft, and relates to the technical field of transportation. The rotor wing duct comprises a duct shell, a driving assembly and a rotor wing assembly, the rotor wing assembly comprises a front rotor wing and a rear rotor wing, the front rotor wing is connected with a front shaft section of a driving shaft of the driving assembly, and the rear rotor wing is connected with a rear shaft section of the driving shaft; a driving body of the driving assembly is used for driving the front rotor wing and the rear rotor wing to rotate at the same time, and the rotor wing assembly is used for forming forward thrust under the condition that the front rotor wing and the rear rotor wing rotate in the first rotating direction at the same time; and under the condition that the front rotor wing and the rear rotor wing rotate in the second rotating direction at the same time, the rotor wing assembly is used for forming backward thrust, and the first rotating direction is opposite to the second rotating direction. The rotor wing duct can provide forward or backward thrust through simultaneous rotation of the front rotor wing and the rear rotor wing in the first rotation direction or the second rotation direction, so that different yaw moment conditions of the aircraft when different power parts fail can be coped with, and the aircraft can be kept in a yaw attitude.

Description

Technical Field

[0001] The present application relates to the field of transportation technology, and in particular to a rotor duct, an aircraft, a vehicle, and a control method for the aircraft. Background Art

[0002] The failure of the power components (rotors or electric drives) of multi-rotor aircraft is a typical failure mode of multi-rotor aircraft and one of the main reasons for aircraft crashes. In recent years, with the development of multi-rotor fault-tolerant control technology, even if multiple power components fail, the aircraft can still maintain its flight altitude without falling.

[0003] However, for multi-rotor aircraft with a small number of rotors (such as quad-rotors or hexacopters), the impact of rotor torque imbalance caused by the failure of a single power component is greater and difficult to balance by changes in other rotors, resulting in the aircraft being unable to maintain its yaw attitude, that is, the flight altitude can be maintained but the aircraft rotates in place. At this time, additional auxiliary yaw equipment is needed to maintain the aircraft's yaw attitude and prevent the aircraft from rotating in place. Summary of the invention

[0004] The main purpose of this application is to propose a rotor duct designed to maintain the yaw attitude of an aircraft.

[0005] To achieve the above-mentioned purpose, the rotor duct proposed in the present application is used to provide a yaw moment to the aircraft, and the rotor duct includes a duct housing, a drive assembly and a rotor assembly, and the duct housing is used to connect to the flight body of the aircraft; the duct housing has a flow channel, and the flow channel has a front opening and a rear opening arranged opposite to each other, and the front opening is used to face the front side of the aircraft in the direction of travel; the drive assembly includes a drive body and a drive shaft, and the drive body is arranged in the flow channel and connected to the duct housing; the drive shaft includes a front shaft section and a rear shaft section, and the front shaft section is arranged at the direction where the drive body faces The rear shaft section is arranged on the side of the driving body facing the rear opening; the rotor assembly includes a front rotor and a rear rotor, the front rotor is connected to the front shaft section, and the rear rotor is connected to the rear shaft section; the driving body is used to drive the front rotor and the rear rotor to rotate simultaneously, when the front rotor and the rear rotor rotate simultaneously along the first rotation direction, the rotor assembly is used to form a forward thrust; when the front rotor and the rear rotor rotate simultaneously along the second rotation direction, the rotor assembly is used to form a backward thrust, and the first rotation direction and the second rotation direction are opposite.

[0006] The present application also provides an aircraft, which includes a flying body, a flying rotor and the above-mentioned rotor duct, and a plurality of the flying rotors are arranged at intervals on the top of the flying body.

[0007] Optionally, the aircraft includes two rotor ducts, which are respectively arranged on the left and right sides of the flying body in the direction of travel; the driving shaft of the rotor duct is used to be parallel to the horizontal plane, and the rotation center line of the flying rotor is used to intersect with the horizontal plane.

[0008] The present application also provides a means of transport, which comprises a land vehicle and the above-mentioned aircraft, wherein the land vehicle is used to carry the aircraft.

[0009] The present application also provides a method for controlling an aircraft, the method for controlling the above-mentioned aircraft comprising the following steps:

[0010] Obtaining the working status of all the flight rotors;

[0011] According to the working state of the flight rotor, one of the rotor ducts generates a forward thrust, and another of the rotor ducts generates a backward thrust.

[0012] The technical solution of the present application is to configure the rotor duct to include a duct housing, a drive assembly and a rotor assembly, the drive assembly includes a drive body and a drive shaft, the drive shaft includes a front shaft section and a rear shaft section, the rotor assembly includes a front rotor and a rear rotor, the front rotor is connected to the front shaft section, and the rear rotor is connected to the rear shaft section; the drive body is used to drive the front rotor and the rear rotor to rotate simultaneously, when the front rotor and the rear rotor rotate simultaneously along a first rotation direction, the rotor assembly is used to form a forward thrust; when the front rotor and the rear rotor rotate simultaneously along a second rotation direction, the rotor assembly is used to form a backward thrust, and the first rotation direction and the second rotation direction are opposite; therefore, the rotor duct can be The front rotor and the rear rotor rotate simultaneously in the first rotation direction or the second rotation direction to provide forward or backward thrust, thereby being able to cope with different yaw moment conditions of the aircraft when different power components fail, which is beneficial for the aircraft to maintain a yaw attitude and has a larger range of applicability; in addition, the front rotor and the rear rotor are respectively connected to the drive shaft, so that they can be driven simultaneously by the drive assembly, and are beneficial for making the power demand of the drive assembly less different under different working conditions of driving the rotor assembly to rotate in the first rotation direction and the second rotation direction, thereby reducing the range of rated performance required by the drive assembly, reducing the special design requirements of the drive assembly, and being beneficial for reducing the design cost of the drive assembly. BRIEF DESCRIPTION OF THE DRAWINGS

[0013] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on the structures shown in these drawings without paying any creative work.

[0014] Figure 1 A schematic diagram of the use of an embodiment of a transportation tool provided by the present application;

[0015] Figure 2 A schematic diagram of the structure of an aircraft according to an embodiment of the present application;

[0016] Figure 3 A schematic diagram of another embodiment of the aircraft provided by the present application;

[0017] Figure 4 Another schematic diagram of another embodiment of the aircraft provided by the present application;

[0018] Figure 5 A partial cross-sectional view of an embodiment of a rotor duct provided in the present application;

[0019] Figure 6 A three-dimensional schematic diagram of an embodiment of a rotor duct provided in the present application;

[0020] Figure 7 Another stereoscopic schematic diagram of an embodiment of a rotor duct provided by the present application;

[0021] Figure 8 An exploded view of the front rotor in the rotor duct embodiment provided in the present application;

[0022] Fig. 9 A cross-sectional view of the front rotor in an embodiment of a rotor duct provided in the present application;

[0023] Fig.10 A three-dimensional schematic diagram of a blade in an embodiment of a rotor duct provided in the present application;

[0024] Fig.11 A cross-sectional view of a blade in an embodiment of a rotor duct provided in the present application;

[0025] Fig.12 A partial cross-sectional view of a duct casing in an embodiment of a rotor duct provided in the present application;

[0026] Fig.13 for Figure 5 The local schematic diagram of the A in the middle;

[0027] Fig.14 A front view of the straightening blades in an embodiment of a rotor duct provided in the present application;

[0028] Fig.15 A three-dimensional schematic diagram of a straightening blade in an embodiment of a rotor duct provided in the present application;

[0029] Fig.16A schematic diagram of the steps of an embodiment of a method for controlling an aircraft provided in the present application.

[0030] Description of Figure Numbers:

[0031] 10. Aircraft; 11. Flying body; 12. Flying rotor; 20. Land vehicle;

[0032] 300, rotor duct;

[0033] 310, duct shell; 311, flow channel; 312, front opening; 313, rear opening; 314, cavity section; 315, contraction section; 316, circumferential reinforcement rib; 317, outer flange; 318, axial reinforcement rib; 319, ear plate;

[0034] 320, driving assembly; 321, driving body;

[0035] 330, front rotor; 331, hub; 3311, mounting groove; 3312, bottom wall; 3313, accommodation groove; 3314, weight reduction groove; 3315, reinforcing rib plate; 332, blade; 3321, first leading edge portion; 3322, first trailing edge portion; 3323, maximum camber area; 333, fairing;

[0036] 340, rear rotor;

[0037] 350, straightening blade; 351, second leading edge portion; 352, second trailing edge portion; 353, first positioning boss; 354, second positioning boss; 355, first side boss; 356, second side boss; 357, second wiring hole.

[0038] The realization of the purpose, functional features and advantages of this application will be further explained in conjunction with embodiments and with reference to the accompanying drawings. DETAILED DESCRIPTION

[0039] The following will be combined with the drawings in the embodiments of the present application to clearly and completely describe the technical solutions in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0040] It should be noted that if the embodiments of the present application involve directional indications (such as up, down, left, right, front, back, etc.), the directional indications are only used to explain the relative position relationship, movement status, etc. between the components in a certain specific posture. If the specific posture changes, the directional indication will also change accordingly.

[0041] In addition, if there are descriptions involving "first", "second", etc. in the embodiments of the present application, the descriptions of "first", "second", etc. are only used for descriptive purposes and cannot be understood as indicating or implying their relative importance or implicitly indicating the number of technical features indicated. Therefore, the features limited to "first" and "second" may explicitly or implicitly include at least one of the features. In addition, if "and / or" or "and / or" appears in the full text, its meaning includes three parallel schemes. Taking "A and / or B" as an example, it includes scheme A, or scheme B, or a scheme that satisfies both A and B. In addition, the technical solutions between the various embodiments can be combined with each other, but it must be based on the ability of ordinary technicians in the field to implement. When the combination of technical solutions is contradictory or cannot be implemented, it should be considered that such a combination of technical solutions does not exist and is not within the scope of protection required by this application.

[0042] The failure of the power components (rotors or electric drives) of multi-rotor aircraft is a typical failure mode of multi-rotor aircraft and one of the main reasons for aircraft crashes. In recent years, with the development of multi-rotor fault-tolerant control technology, even if multiple power components fail, the aircraft can still maintain its flight altitude without falling.

[0043] However, for multi-rotor aircraft with a small number of rotors (such as quad-rotors or hexacopters), the impact of rotor torque imbalance caused by the failure of a single power component is greater and difficult to balance by changes in other rotors, resulting in the aircraft being unable to maintain its yaw attitude, that is, the flight altitude can be maintained but the aircraft rotates in place. At this time, additional auxiliary yaw equipment is needed to maintain the aircraft's yaw attitude and prevent the aircraft from rotating in place.

[0044] Therefore, the present application proposes a rotor duct, an aircraft, a vehicle, and a control method for the aircraft, so as to help maintain the yaw attitude of the aircraft.

[0045] Reference Figure 1 and Figure 2 In one embodiment of the present application, the vehicle includes an aircraft 10 and a land vehicle 20, and the land vehicle 20 is used to carry the aircraft 10. It can be understood that the aircraft 10 is used to fly in the air, and the land vehicle 20 is used to travel on land environments such as roads. The land vehicle 20 can be set to be a car similar to a pickup truck or a van, so as to form a carrying space to carry the aircraft 10.

[0046] The aircraft 10 may include a flight body 11, a flight rotor 12 and a rotor duct 300. The flight body 11 may be configured as a load-bearing cabin, which may be used to carry passengers or cargo. In addition, a plurality of flight rotors 12 are spaced apart on the top of the flight body 11. A frame may be provided on the top of the flight body 11, and the frame may include an arm. The flight rotor 12 may be provided at an end of the arm away from the flight body 11. It can be understood that the flight rotor 12 is provided at the end of the arm. For example, Figure 2 In the embodiment, the support at the top of the flying body 11 includes six arms, and six flying rotors 12 are respectively arranged at the ends of the six arms; of course, referring to Figure 3 and Figure 4 The support at the top of the flying body 11 may include four arms, and four flying rotors 12 are respectively arranged at the ends of the four arms.

[0047] The rotation centerline of the flight rotor 12 is used to intersect a horizontal plane, wherein the horizontal plane can be set as Figure 3 , Figure 4 It can be understood that the rotation centerline of the flight rotor 12 is not parallel to the horizontal plane, for example, the rotation centerline of the flight rotor 12 is perpendicular to the horizontal plane or is inclined relative to the horizontal plane, thereby providing flight power for the aircraft 10.

[0048] In addition, refer to Figure 1 and Figure 2 , or refer to Figure 3 and Figure 4 The aircraft 10 may also include two rotor ducts 300, which are used to provide a yaw moment to the aircraft 10; the two rotor ducts 300 are respectively arranged on the left and right sides of the flight body 11 in the direction of travel, for example, on the left and right sides of the Y direction in the figure, so that the center of gravity of the aircraft 10 is more centered to reduce the additional rotational moment caused by the center of gravity of the aircraft 10. The drive shaft of the rotor duct 300 is used to be parallel to the horizontal plane, which can be understood as the rotor duct 300 is used to provide thrust parallel to the horizontal plane. Figure 1 and Figure 2 The rotor duct 300 can be set on the arm included in the above-mentioned frame, and the rotor duct 300 can also be connected to the above-mentioned flying body 11.

[0049] Of course, the aircraft 10 may also include only one rotor duct 300, which can be set at the left side or right side of the flying body 11 in the moving direction, and the aircraft 10 can maintain force balance by adjusting the counterweight or other means.

[0050] For the rotary-wing aircraft 10, refer to Figure 3The flight rotors 12 of the aircraft 10 usually appear in pairs; and one of the pair of flight rotors 12 rotates forward while the other rotates reversely to balance the torque of the aircraft 10 as a whole. When one of the flight rotors 12 fails, for example Figure 3 When the flight rotor 12 in the upper left corner fails, the torque of all the flight rotors 12 on the aircraft 10 as a whole is unbalanced, for example Figure 3 The remaining three flight rotors 12 contribute to the overall torque of the aircraft 10 counterclockwise; for aircraft 10 with a small number of rotors, such as quadrotors and hexacopters, in order to ensure the lift and other power parameters that the flight rotors 12 as a whole can provide, it is not convenient for the aircraft 10 to shut down another of the paired flight rotors 12, and the aircraft 10 as a whole may rotate in place.

[0051] In order to maintain the yaw attitude of the aircraft and avoid the aircraft rotating in place, refer to Figure 5 , Figure 6 and Figure 7 The rotor duct 300 of the aircraft 10 includes a duct housing 310, a drive assembly 320 and a rotor assembly, and the duct housing 310 is connected to the flight body 11 of the aircraft 10; in some embodiments, refer to Figure 5 and Figure 6 The outer side of the duct housing 310 may be provided with an ear plate 319, so as to be connected to the flight body 11 through the ear plate 319, for example, it may be connected through the above-mentioned arm. The duct housing 310 has a flow channel 311, and the flow channel 311 has a front opening 312 and a rear opening 313 that are arranged opposite to each other, and the front opening 312 is used to face the front side of the aircraft 10 in the direction of travel. For example, the duct housing 310 may be a cylindrical structure with a hollow middle, or the duct housing 310 may be a cylindrical structure, etc.

[0052] The driving assembly 320 includes a driving body 321 and a driving shaft, wherein the driving body 321 may be configured to include a housing, a stator and a rotor of a driving motor, etc., and the driving shaft may be configured to include a motor shaft connected to the rotor and a necessary transmission shaft, etc. The driving body 321 is disposed in the flow channel 311 and connected to the duct housing 310, wherein the driving body 321 may be indirectly connected to the duct housing 310 through other structures, or the driving body 321 may be directly connected to the duct housing 310.

[0053] In some embodiments, the driving body 321 may be configured to include a central support body and a driving motor, wherein the central support body has an installation space inside, the driving motor is disposed in the installation space, and the motor shaft of the driving motor is configured as the above-mentioned driving shaft; wherein the central support body may be connected to the duct housing 310. In this embodiment, since the outer surface of the outer shell of the driving motor is usually formed with fins for heat dissipation, the outer surface of the central support body is conveniently made flatter relative to the outer shell of the driving motor, so that the rotor duct 300 is conducive to improving the smoothness of the airflow by making the outer surface of the central support body flatter.

[0054] In addition, the drive shaft includes a front shaft section and a rear shaft section. The front shaft section is arranged on the side of the drive body 321 facing the front opening 312, and the rear shaft section is arranged on the side of the drive body 321 facing the rear opening 313. It can be understood that the front shaft section and the rear shaft section are the front and rear parts of the drive shaft respectively. Figure 5 The rotor assembly includes a front rotor 330 and a rear rotor 340, the front rotor 330 is connected to the front shaft section, and the rear rotor 340 is connected to the rear shaft section, so that the front rotor 330 and the rear rotor 340 can rotate simultaneously through the drive shaft, and the front rotor 330 and the rear rotor 340 rotate in the same direction relative to the drive shaft. It can be understood that the front rotor 330 and the rear rotor 340 can respectively include multiple blades, for example, respectively include multiple blades 332 described below.

[0055] The driving body 321 is used to drive the front rotor 330 and the rear rotor 340 to rotate simultaneously. When the front rotor 330 and the rear rotor 340 rotate in the first rotation direction at the same time, the rotor assembly is used to form a forward thrust; when the front rotor 330 and the rear rotor 340 rotate in the second rotation direction at the same time, the rotor assembly is used to form a backward thrust. The first rotation direction and the second rotation direction are in opposite directions.

[0056] For example, the first rotation direction can be set to a clockwise direction, and the second rotation direction can be set to a counterclockwise direction. Specifically, when the front rotor 330 and the rear rotor 340 rotate in the first rotation direction at the same time, the front rotor 330 can rotate forward relative to its own axis and the rear rotor 340 can rotate reversely relative to its own axis, and the efficiency of the forward rotation of the front rotor 330 is greater than the efficiency of the reverse rotation of the rear rotor 340; in addition, when the front rotor 330 and the rear rotor 340 rotate in the second rotation direction at the same time, the rear rotor 340 can rotate forward relative to its own axis and the front rotor 330 can rotate reversely relative to its own axis, and the efficiency of the forward rotation of the rear rotor 340 is greater than the efficiency of the reverse rotation of the front rotor 330. Therefore, for the two working conditions that the front rotor 330 and the rear rotor 340 rotate in the first rotation direction at the same time and the front rotor 330 and the rear rotor 340 rotate in the second rotation direction at the same time, the rated performance such as the rated power required by the entire drive assembly is slightly different.

[0057] Furthermore, at least one of the front rotor 330 and the rear rotor 340 may include a hub 331 and blades 332; Figure 5 and Figure 8 For example, the front rotor 330 and the rear rotor 340 may include a hub 331 and a blade 332, respectively. The hub 331 is connected to the front shaft section or the rear shaft section, and the blade 332 is connected to the hub 331; the surface of the blade 332 facing away from the driving body 321 is set as an outer convex surface, and the surface of the blade 332 facing the driving body 321 is set as an inner concave surface, so that the rotor duct 300 can form a forward thrust or a backward thrust by changing the rotation direction of the front rotor 330 and the rear rotor 340. The front rotor 330 and the rear rotor 340 may include a plurality of blades 332 arranged in an array, and each blade 332 is fixedly connected to the corresponding hub 331, for example, by a mortise and tenon structure, adhesive connection, rivets, screws, etc.; of course, the hub 331 and the blade 332 may also be integrally formed, for example, integrally cast through a mold.

[0058] Among them, when the duct housing 310 is set to be cylindrical, the duct housing 310, the drive shaft of the drive body 321, the front rotor 330 and the rear rotor 340 can be coaxially arranged; it can be understood that when the front rotor 330 and the rear rotor 340 are coaxially arranged with the duct housing 310. Further, the duct housing 310, the drive assembly, the front rotor 330 and the rear rotor 340 can be coaxially arranged. In addition, the above-mentioned drive shaft can be set as an integrated shaft body, and the above-mentioned drive shaft can also be connected by multiple shaft segments, wherein the multiple shaft segments can be connected by means of splines, flat keys, interference fit, circumferential screws, etc. In addition, the drive shaft and the front rotor 330 and the rear rotor 340 can also be connected by means of splines, flat keys, interference fit, circumferential screws, etc.

[0059] When the above-mentioned aircraft 10 is flying, Figure 3 Take the aircraft 10 with four flight rotors 12 as an example, where the direction of the yaw moment of each flight rotor 12 on the aircraft 10 is shown by the arrows in the figure; when the four flight rotors 12 are working normally, the yaw moments of the four flight rotors 12 can offset each other.

[0060] In the case where the power component of the left front flight rotor 12 fails, the yaw moment of the right front and left rear flight rotors 12 is counterclockwise, and the yaw moment of the right rear flight rotor 12 is clockwise. At this time, the overall yaw moment brought to the aircraft 10 by all the flight rotors 12 cannot be balanced. In this case, the left rotor duct 300 can be rotated forward to generate thrust F1 in the positive direction of the Y axis, and the right rotor duct 300 can be rotated reversely to generate thrust F2 in the negative direction of the Y axis, thereby providing the aircraft 10 with an additional yaw moment in the clockwise direction, so as to balance the yaw moment of the aircraft 10.

[0061] Similarly, refer to Figure 4 In the event that the power components of the right front flight rotor 12 fail, the aircraft 10 requires an additional counterclockwise yaw force for balance. The left rotor duct 300 can be rotated in the opposite direction to generate a thrust F3 in the negative direction of the Y-axis, and the right rotor duct 300 can be rotated forward to generate a thrust F4 in the positive direction of the Y-axis, thereby generating an additional counterclockwise yaw moment to balance the aircraft 10.

[0062] According to the above analysis, in the above embodiment, the rotor duct 300 can provide forward or backward thrust by rotating the front rotor 330 and the rear rotor 340 in the first rotation direction or the second rotation direction at the same time, so as to cope with different yaw moment conditions of the aircraft 10 when different power components fail (for example Figure 3 In cases where an additional clockwise yaw moment is required, Figure 4The situation where an additional counterclockwise yaw moment is required is conducive to the aircraft 10 maintaining the yaw attitude and has a larger application range (for example, it can be applied to Figure 3 or Figure 4 in addition, the front rotor 330 and the rear rotor 340 are respectively connected to the drive shaft so that they can be driven simultaneously by the drive assembly 320, which is beneficial for making the power demand of the drive assembly 320 smaller under different working conditions (for example, under different working conditions of driving the rotor assembly to rotate along the first rotation direction and the second rotation direction), reducing the range of rated performance required by the drive assembly 320, reducing the special design requirements of the drive assembly 320, and helping to reduce the design cost of the drive assembly 320.

[0063] In some embodiments, reference Figure 8 , Fig.10 and Fig.11 ,in Fig.11 A cross-sectional view of a blade 332 in an embodiment of a rotor duct 300 is shown. The cross-sectional position of the cross-sectional view can be referred to as Fig.10 The blade 332 includes a first leading edge portion 3321 and a first trailing edge portion 3322 disposed oppositely, for example, the first leading edge portion 3321 and the first trailing edge portion 3322 in Fig.11 in addition, the average thickness of the first leading edge portion 3321 can be greater than the average thickness of the first trailing edge portion 3322, so that when the rotor duct 300 forms a forward thrust or a backward thrust by changing the rotation direction of the front rotor 330 and the rear rotor 340, it is beneficial to improve the aerodynamic efficiency of the rotor duct 300.

[0064] In some embodiments, reference Fig.11 , the distance from the maximum curvature region 3323 of the surface of the blade 332 facing away from the driving body 321 to the first leading edge portion 3321 is smaller than the distance to the first trailing edge portion 3322, for example Fig.11 The maximum curvature region 3323 is closer to the first leading edge portion 3321 on the left side of the figure, which is conducive to further improving the aerodynamic efficiency of the rotor duct 300. The maximum curvature region 3323 can be understood as the region where the curvature radius of the surface of the blade 332 facing away from the driving body 321 is the smallest.

[0065] In some embodiments, reference Fig.11 The end surface of the first rear edge portion 3322 facing away from the first front edge portion 3321 is configured as an arc surface and protrudes outward, for example Fig.11The right end surface of the first trailing edge portion 3322 is set as an arc surface and protrudes outwards, for example, the end surface can be set as a circular arc surface. In this embodiment, the end surface of the first trailing edge portion 3322 facing away from the first leading edge portion 3321 is set as an arc surface and protrudes outwards, which is beneficial to improve the flow separation degree of the airflow when the blade 332 rotates in the reverse direction.

[0066] It is understandable that, referring to Fig.10 and Fig.11 , the cross-sectional shape of blade 332 can be obtained by lofting or the like. Alternatively, the cross-sectional shape of blade 332 can be obtained by an existing parametric modeling method, specifically, the size and angle of the airfoil can be used as parameter variables, and the aerodynamic performance of forward and reverse rotation is used as the optimization target, and the optimization calculation is performed in the existing computational fluid dynamics function to obtain the optimal airfoil size and angle at each cross-sectional position, and the airfoil at each cross-sectional position is subjected to lofting processing to obtain the blade shape of the ducted rotor. Among them, the airfoil of blade 332 can use the basic airfoil disclosed in the international standard, and then parameterize the airfoil based on the existing CST (class shape function transformation) method, such as optimizing the airfoil parameters such as the leading edge radius, the maximum curvature position, and the trailing edge fillet radius of the airfoil.

[0067] In some embodiments, reference Fig. 9 A mounting groove 3311 is provided on one side of the hub 331 facing the driving body 321. Fig. 9 The lower surface of the middle propeller hub 331 is provided with a mounting groove 3311; wherein the mounting groove 3311 can be understood as a structure that is concave relative to the surface of the propeller hub 331. In addition, the cross-sectional area of ​​the mounting groove 3311 decreases in a direction away from the driving body 321. For example, the cross-sectional area of ​​the mounting groove 3311 decreases in a direction away from the driving body 321. Fig. 9 The cross section of the mounting groove 3311 is perpendicular to the axis of the drive shaft. The mounting groove 3311 can be configured as a frustum-shaped groove, a trapezoidal groove or a conical groove. In addition, the end of the drive shaft extends into the mounting groove 3311, for example, it is understood that the end of the drive shaft is installed in the mounting groove 3311.

[0068] In this embodiment, the cross-sectional area of ​​the mounting groove 3311 decreases in the direction away from the driving body 321, so that the end of the driving shaft can be guided by the side wall surface of the mounting groove 3311. For example, the mounting groove 3311 can be Fig. 9 The left and right walls in the middle guide the end of the drive shaft, thereby improving the installation efficiency of the drive shaft and the hub 331.

[0069] In some embodiments, the bottom wall surface 3312 of the mounting groove 3311 is disposed opposite to the driving body 321; Fig. 9The bottom wall surface 3312 of the installation groove 3311 is provided with a receiving groove 3313, the cross-sectional area of ​​the receiving groove 3313 is smaller than the area of ​​the bottom wall surface 3312 of the installation groove 3311, and the cross-sectional area of ​​the receiving groove 3313 is perpendicular to the axis of the drive shaft; it can be understood that the bottom wall surface 3312 and the receiving groove 3313 form a step structure. Fig. 9 , the accommodating groove 3313 may pass through the hub 331; of course, the accommodating groove 3313 may not pass through the hub 331, and this embodiment does not limit this.

[0070] Correspondingly, the drive shaft may include a main body shaft section and a tapered section, the tapered section being connected to the end face of the main body shaft section, the cross-sectional area of ​​the tapered section being smaller than the cross-sectional area of ​​the main body shaft section, which can be understood as a step structure formed at the end of the drive shaft; the end of the main body shaft section is accommodated in the mounting groove 3311, the end of the main body shaft section abuts against the bottom wall surface 3312 of the mounting groove 3311, and the tapered section is accommodated in the accommodating groove 3313, which can be understood as the step structure at the end of the drive shaft being correspondingly connected to the step structure of the accommodating groove 3313, thereby improving the connection stability between the drive shaft and the hub 331.

[0071] In some embodiments, reference Figure 8 and Fig. 9 At least one of the side surface of the hub 331 facing the driving body 321 and the side surface of the hub 331 facing away from the driving body 321 is provided with at least two spaced-apart weight-reducing grooves 3314. For example, at least two spaced-apart weight-reducing grooves 3314 are provided on the side surface of the hub 331 facing the driving body 321 and the side surface of the hub 331 facing away from the driving body 321; wherein, the weight-reducing grooves 3314 are arranged along the circumferential direction of the driving shaft, so as to reduce the overall weight of the hub 331 through the weight-reducing grooves 3314, thereby reducing the overall flight load of the aircraft 10. In addition, the hub 331 forms a reinforcing rib plate 3315 in the solid part between two adjacent weight-reducing grooves 3314, so as to improve the overall structural strength of the hub 331 through the formed reinforcing rib plate 3315.

[0072] In some embodiments, reference Figure 8 and Fig. 9 At least one of the front rotor 330 and the rear rotor 340 includes a fairing 333, and the fairing 333 is connected to the side of the hub 331 facing away from the driving body 321, so that the flow field of the rotor duct 300 is improved by the fairing 333, thereby improving the aerodynamic efficiency of the rotor duct 300. For example, the front rotor 330 and the rear rotor 340 can include the above-mentioned fairing 333 respectively.

[0073] In some embodiments, the fairing 333 can be configured as a hemispherical shell to reduce the energy and thus reduce the flight load of the aircraft 10; further, the shape of the outer surface of the fairing 333 can be obtained by a Bezier curve and aerodynamic optimization. The fairing 333 can be connected to the hub 331 by fasteners such as screws and bolts.

[0074] It is understandable that, referring to Figure 5 The front rotor 330 and the rear rotor 340 may have a hub 331, blades 332 and fairing 333 of the same shape, but the hub 331, blades 332 and fairing 333 of the front rotor 330 and the rear rotor 340 are installed in opposite directions, so that when the front rotor 330 and the rear rotor 340 rotate in the first rotation direction at the same time and when the front rotor 330 and the rear rotor 340 rotate in the second rotation direction at the same time, the rotor duct 300 has the same or similar aerodynamic thrust, which is conducive to driving the drive assembly 320 with the same or similar power, further reducing the special design requirements of the drive assembly 320, and is more conducive to reducing the design cost of the drive assembly 320.

[0075] In some embodiments, reference Fig.12 and Fig.13 The duct shell 310 may include a cavity section 314 and a contraction section 315, and the contraction section 315 forms a front opening 312 or a rear opening 313; for example, contraction sections 315 may be respectively provided at both ends of the cavity section 314, and the two contraction sections 315 respectively form a front opening 312 and a rear opening 313, so that the airflow efficiency of the airflow entering from the front opening 312 and the rear opening 313 is relatively close, so that the power requirements of the drive component 320 are less different, which is beneficial to reducing the design cost of the drive component 320.

[0076] The driving body 321 and the rotor assembly are respectively disposed in the cavity section 314; in addition, the inner diameter of at least part of the contraction section 315 decreases in the direction toward the driving body 321, for example Fig.12 The inner diameter of at least part of the contraction section 315 at the middle and upper end decreases in the upward direction. Fig.12 The inner diameter of at least a portion of the contraction section 315 at the middle and lower end decreases in the downward direction.

[0077] In this embodiment, the inner diameter of at least part of the contraction section 315 decreases in the direction toward the driving body 321 , so that the contraction section 315 can have a downstream effect on the airflow, which is beneficial to improving the aerodynamic performance of the rotor duct 300 .

[0078] In some embodiments, reference Figure 5 , Fig.12 and Fig.13, a circumferential reinforcing rib 316 is provided on the outer side of the cavity section 314, and the circumferential reinforcing rib 316 is extended along the circumferential direction of the drive shaft. The circumferential reinforcing rib 316 can be integrally formed with the cavity section 314, for example, integrally formed by integral casting, machining, etc.; or, the circumferential reinforcing rib 316 can also be separately formed with the cavity section 314, and then connected by welding, etc.

[0079] In this embodiment, when the front rotor 330 or the rear rotor 340 rotates, different air pressures are formed on both sides of the rotation plane, resulting in different air pressures in the cavity section 314 along the axial direction; the outer side of the cavity section 314 is provided with circumferential reinforcement ribs 316, thereby improving the local strength of the cavity section 314, reducing the structural vibration of the cavity section 314, and improving the flight stability of the corresponding aircraft 10.

[0080] In some embodiments, reference Figure 5 and Fig.12 Circumferential reinforcement ribs 316 are respectively provided at both ends of the cavity section 314 to respectively cope with the pressure changes caused by the front rotor 330 and the rear rotor 340, which is beneficial to further reduce the structural vibration of the cavity section 314, thereby further improving the flight stability of the corresponding aircraft 10.

[0081] In some embodiments, reference Figure 5 and Fig.12 The outer side of the cavity section 314 is also provided with an axial reinforcement rib 318, and the axial reinforcement rib 318 is extended along the axial direction of the drive shaft, for example, along Fig.12 The up and down extension setting.

[0082] According to the above analysis, the air pressure in the cavity section 314 along the axial direction is different, so the wall panels of the cavity section 314 are subjected to different forces along the axial direction; this embodiment is beneficial to improving the structural strength of the wall panels of the cavity section 314 along the axial direction by setting axial reinforcement ribs 318, which is beneficial to reducing the risk of vibration of the cavity section 314 and improving the flight stability of the corresponding aircraft 10.

[0083] Furthermore, the two ends of the axial reinforcing rib 318 can be connected to two circumferential reinforcing ribs 316, for example. Fig.12 The upper and lower ends of the axial reinforcement ribs 318 are respectively connected to two circumferential reinforcement ribs 316, so that the overall structural strength of the cavity segment 314 is further improved by connecting the circumferential reinforcement ribs 316 through the axial reinforcement ribs 318, which is beneficial to further reduce the structural vibration of the cavity segment 314, thereby further improving the flight stability of the corresponding aircraft 10.

[0084] Further, refer to Figure 5 and Fig.13 , projected along the radial direction of the drive shaft, for example Fig.13 By projecting in the left and right directions, the projection of the circumferential reinforcing rib 316 can overlap the projection of the front rotor 330 or the projection of the rear rotor 340; for example, Fig.12 The projection of the circumferential reinforcement rib 316 at the middle and upper end overlaps with the projection of the front rotor 330. Fig.12 The projection of the circumferential reinforcing rib 316 at the middle and lower end overlaps with the projection of the rear rotor 340 .

[0085] Among them, the pressure change of the cavity section 314 is the largest at a position relative to the rotation plane of the front rotor 330 or the rotation plane of the rear rotor 340, and the projection of the circumferential reinforcement ribs 316 overlaps with the projection of the front rotor 330 or the projection of the rear rotor 340, so that the cavity section 314 is beneficial to further reduce the structural vibration of the cavity section 314 through the circumferential reinforcement ribs 316, thereby further improving the flight stability of the corresponding aircraft 10.

[0086] In some embodiments, reference Fig.13 The contraction section 315 and the cavity section 314 are separately arranged, and a first annular step is provided at one end of the contraction section 315 facing the cavity section 314, and a second annular step is provided at one end of the cavity section 314 facing the contraction section 315, and the first annular step is fitted with the second annular step, which is beneficial to improve the connection stability between the contraction section 315 and the cavity section 314; on the other hand, the contraction section 315 and the cavity section 314 are separately arranged, which is convenient for installing contraction sections 315 of different shapes on the cavity section 314, so as to adapt to different aerodynamic thrust requirements and improve the application range of the rotor duct 300.

[0087] In addition, the first annular step is engaged with the second annular step, which is conducive to reducing the connection gap between the contraction section 315 and the cavity section 314, making the connection between the contraction section 315 and the cavity section 314 smoother, thereby making the air flow smoother. The first annular step and the second annular step can be fixed by riveting or other methods.

[0088] Among them, the end of the inner wall of the contraction section 315 can be recessed inward to form a first annular step, and the circumferential reinforcement rib 316 and the outer wall surface of the cavity section 314 can be formed into a second annular step. The end of the contraction section 315 abuts against the circumferential reinforcement rib 316, thereby improving the structural strength of the second annular step and facilitating the rapid positioning of the installation position of the contraction section 315 through the circumferential reinforcement rib 316.

[0089] In some embodiments, reference Fig.13 The depression forming the first annular step extends to the end position where the inner diameter of the contraction section 315 is reduced, wherein the end position where the inner diameter of the contraction section 315 is reduced refers to position C in the figure.

[0090] In this embodiment, the depression forming the first annular step extends to the end point where the inner diameter of the contraction section 315 is reduced, so that the contraction section 315 forms a relatively sharp point at position C; after the contraction section 315 and the cavity section 314 are assembled in place, the sharper point can be polished by grinding or the like, thereby making the connection between the contraction section 315 and the cavity section 314 smoother and reducing the total amount of polishing, which is conducive to smoother flow of airflow.

[0091] In some embodiments, reference Fig.12 The ratio of the maximum inner diameter D1 of the contraction section 315 to the inner diameter D2 of the cavity section 314 is greater than or equal to 1.15 and less than or equal to 1.3, that is, 1.15≤D1 / D2≤1.3, so that the rotor duct 300 can easily form a larger aerodynamic thrust. Among them, the ratio (D1 / D2) of the maximum inner diameter D1 of the contraction section 315 to the inner diameter D2 of the cavity section 314 can be set to 1.15, 1.2, 1.25 or 1.3, etc.

[0092] In some embodiments, reference Fig.13 , along the axial direction of the drive shaft, for example Fig.13 In the vertical direction, the distance H from the outer end of the rotor assembly on the side facing away from the drive assembly 320 to the end position C where the inner diameter of the contraction section 315 is reduced is greater than or equal to 10 mm and less than or equal to 30 mm; for example, Fig.13 The distance H from the outer end of the blade 332 of the middle front rotor 330 on the side facing away from the drive assembly 320 to the end position C where the inner diameter of the contraction section 315 is reduced is greater than or equal to 10 mm and less than or equal to 30 mm, which is conducive to the airflow rectified by the contraction section 315 being utilized by the rotor assembly, thereby improving the aerodynamic performance of the rotor duct 300.

[0093] In some embodiments, reference Fig.12 and Fig.13 , the ratio of the minimum distance G from the inner wall surface of the cavity segment 314 to the outer end of the rotor assembly to the inner diameter D2 of the cavity segment 314 is greater than or equal to 2% and less than or equal to 6%, that is, 2%≤G / D2≤6%; for example, the ratio of the minimum distance G from the inner wall surface of the cavity segment 314 to the outer end of the blade 332 of the front rotor 330 to the inner diameter D2 of the cavity segment 314 is greater than or equal to 2% and less than or equal to 6%.

[0094] In this embodiment, the ratio of the minimum distance G from the inner wall surface of the cavity section 314 to the outer end of the rotor assembly to the inner diameter D2 of the cavity section 314 is greater than or equal to 2% and less than or equal to 6%, which is beneficial to improving the aerodynamic performance of the rotor duct 300 and reducing the risk of the rotor assembly scratching the cavity section 314.

[0095] In some embodiments, reference Fig.12 or Fig.13 The end of the contraction section 315 away from the cavity section 314 has an outer flange 317, for example, Fig.12 The upper end of the cavity section 314 on the upper middle side has an outer flange 317. Fig.12 The lower end of the cavity section 314 on the lower middle side has an outer flange 317 , wherein the outer flange 317 is bent outward to form a lip structure.

[0096] In this embodiment, the outer flange 317 is helpful to improve the aerodynamic performance of the rotor duct 300 and to improve the structural strength of the contraction section 315 .

[0097] Among them, the combination of the contraction section 315 and the outer flange 317 at one end of the cavity section 314 can be set to have the same shape as the combination of the contraction section 315 and the outer flange 317 at the other end of the cavity section 314, so that the rotor duct 300 has more similar aerodynamic performance in forward and reverse rotation conditions, thereby reducing the difference in power required by the drive assembly 320 and further reducing the design and manufacturing costs of the drive assembly 320.

[0098] In some embodiments, reference Figure 5 and Fig.14 The rotor duct 300 also includes a plurality of straightening blades 350, which are arranged at intervals along a direction surrounding the driving body 321; the straightening blades 350 are arranged between the inner wall surface of the duct shell 310 and the outer wall surface of the driving body 321, and the two sides of the straightening blades 350 are respectively connected to the inner wall surface of the duct shell 310 and the outer wall surface of the driving body 321, thereby realizing the connection between the driving body 321 and the duct shell 310.

[0099] In this embodiment, the straightening blades 350 can not only form a space for airflow to flow when connecting the driving body 321 and the duct casing 310 , but also straighten the airflow, which is beneficial to improving the aerodynamic performance of the rotor duct 300 .

[0100] In some embodiments, reference Figure 5 and Fig.14The straightening blade 350 includes a second leading edge portion 351 and a second trailing edge portion 352 which are arranged opposite to each other, the second leading edge portion 351 faces the front opening 312, and the second trailing edge portion 352 faces the rear opening 313; the length direction of the straightening blade 350 is arranged along the direction from the second leading edge portion 351 to the second trailing edge portion 352, and the second leading edge portion 351 and the second trailing edge portion 352 are symmetrically arranged relative to the length midpoint of the straightening blade 350. For example, the cross-sectional shape of the second leading edge portion 351 and the cross-sectional shape of the second trailing edge portion 352 can be symmetrically arranged relative to the length midpoint of the straightening blade 350, so that the airflow entering from the front opening 312 and the airflow entering from the rear opening 313 have similar straightening effects, so that the airflow efficiency entering from the front opening 312 and the rear opening 313 is relatively close, so that the power demand difference of the drive component 320 is relatively small, which is conducive to reducing the design and manufacturing cost of the drive component 320. It is understandable that the shape of the cross section of the rectifying blade 350 as an aerodynamic component can be obtained by lofting or the like, so as to adjust the flow field inside the duct casing 310 .

[0101] In some embodiments, reference Figure 5 , projected along the radial direction of the drive shaft, for example, Figure 5 The front rotor 330 includes a blade 332 disposed obliquely toward one side of the drive shaft, for example Figure 5 The blades 332 included in the middle front rotor 330 are tilted to the right as a whole; the straightening blades 350 are tilted toward the other side of the drive shaft, for example Figure 5 The middle straightening blade 350 is tilted to the left as a whole, thereby improving the overall aerodynamic efficiency of the rotor duct 300.

[0102] In some embodiments, reference Fig.14 and Fig.15 , a first positioning boss 353 may be provided on the surface of one side of the straightening blade 350 facing the driving body 321; correspondingly, a first positioning recess is provided on the outer surface of the driving body 321, and the first positioning boss 353 is embedded in the first positioning recess, thereby improving the installation and positioning efficiency of the straightening blade 350. Furthermore, the first positioning boss 353 and the first positioning recess may be further fixed by structural adhesive, rivets, etc. In addition, the first positioning recess may be provided on the central support body of the driving body 321. It can be understood that when the outer surface of the driving body 321 is set as a cylindrical surface and the straightening blade 350 is tilted relative to the driving shaft, the first positioning recess is generally a saddle-shaped special-shaped hole.

[0103] In some embodiments, reference Fig.14 and Fig.15, a second positioning boss 354 may be provided on one side of the surface of the rectifying blade 350 facing the inner surface of the duct housing 310; correspondingly, a second positioning recess is provided on the inner surface of the duct housing 310, and the second positioning boss 354 is embedded in the second positioning recess, thereby improving the installation and positioning efficiency of the rectifying blade 350. Furthermore, the second positioning boss 354 and the second positioning recess may be further fixed by structural adhesive, rivets, etc. It can be understood that, when the inner surface of the duct housing 310 is set as a cylindrical surface and the rectifying blade 350 is tilted relative to the drive shaft, the second positioning recess is a saddle-shaped special-shaped hole as a whole.

[0104] In some embodiments, reference Fig.14 and Fig.15 A first side boss 355 is provided on the surface of the straightening blade 350 facing the front opening 312 or the rear opening 313. The first side boss 355 is provided on the side of the straightening blade 350 facing the driving body 321. For example, the first side boss 355 can be extended in a direction surrounding the straightening blade 350. The first side boss 355 abuts against the outer surface of the driving body 321, thereby increasing the contact area between the straightening blade 350 and the driving body 321, thereby improving the connection stability between the straightening blade 350 and the driving body 321.

[0105] In some embodiments, reference Fig.14 and Fig.15 A second side boss 356 is provided on the surface of the straightening blade 350 facing the front opening 312 or the rear opening 313. The second side boss 356 is provided on the side of the inner surface of the straightening blade 350 facing the duct shell 310. For example, the second side boss 356 can be extended in a direction surrounding the straightening blade 350. The second side boss 356 abuts against the inner surface of the duct shell 310, thereby increasing the contact area between the straightening blade 350 and the duct shell 310, thereby improving the connection stability between the straightening blade 350 and the duct shell 310.

[0106] In some embodiments, a wiring space is provided inside the rectifying blade 350, a first wiring hole is provided on the first positioning boss 353, and the wires of the driving body 321 are sequentially arranged in the first wiring hole and the wiring space, thereby reducing the interference of the wires of the driving body 321 with the airflow, and also reducing the risk of the wires of the driving body 321 being damaged by external objects. In addition, the wiring space is provided inside the rectifying blade 350, which is also conducive to reducing the overall weight of the rectifying blade 350 and the flight load of the corresponding aircraft 10. It can be understood that the wires of the driving body 321 may include electric drive power lines, signal transmission lines, etc.

[0107] In some embodiments, reference Fig.15A second wiring hole 357 is provided on the second positioning boss 354, and the wires of the driving body 321 are sequentially arranged in the wiring space and the second wiring hole 357, thereby reducing the interference of the wires of the driving body 321 on the airflow and reducing the risk of the wires of the driving body 321 being damaged by external objects.

[0108] The wires of the driving body 321 can be connected to the electrical control components or power supply components outside the rotor duct 300 through the first wiring hole, the wiring space and the second wiring hole 357 mentioned above.

[0109] In some embodiments, the cross-sectional area of ​​the routing space is larger than the cross-sectional area of ​​the first routing hole, and the cross-sections of the routing space and the first routing hole are respectively perpendicular to the radial direction of the drive shaft, so that the first positioning boss 353 and the first positioning recess can be set smaller relative to the routing space, and the smaller first positioning recess is beneficial to improving the structural strength of the drive body 321; in addition, the routing space can be set relatively large, which is beneficial to further reduce the overall weight of the straightening blade 350, and is beneficial to further reduce the flight load of the corresponding aircraft 10.

[0110] In some embodiments, the cross-sectional area of ​​the routing space is larger than the cross-sectional area of ​​the second routing hole 357, and the cross-sectional area of ​​the routing space and the cross-sectional area of ​​the second routing hole 357 are respectively perpendicular to the radial direction of the drive shaft, so that the second positioning boss 354 and the second positioning recess can be set smaller relative to the routing space, and the smaller second positioning recess is beneficial to improving the structural strength of the duct shell 310; in addition, the routing space can be set relatively larger, which is beneficial to further reduce the overall weight of the straightening blade 350, and is beneficial to further reduce the flight load of the corresponding aircraft 10.

[0111] In addition, refer to Fig.16 The present application also provides a control method for an aircraft 10, the control method is used to control the above-mentioned aircraft 10, and the control method comprises the following steps:

[0112] Step S100, obtaining the working status of all the flight rotors 12. For example, when the flight rotors 12 are driven by a motor, the working status of each flight rotor 12 can be obtained through a current detection circuit or other structures;

[0113] Step S200, according to the working state of the flight rotor 12, one of the rotor ducts 300 is made to generate a forward thrust, and the other of the rotor ducts 300 is made to generate a backward thrust, so that the two rotor ducts 300 respectively generate a forward thrust and a backward thrust, which is conducive to efficiently restoring the balance of the rotational torque of the aircraft 10. In addition, the two rotor ducts 300 provide thrust at the same time, which is conducive to reducing the power demand of a single rotor duct 300, and is conducive to reducing the weight and volume of the driving components of a single rotor duct 300, and is conducive to improving the overall compactness of the aircraft 10.

[0114] For example, refer to Figure 3 , corresponding to Figure 3 The rotation direction of each flight rotor 12 in the embodiment is such that, in the case where the left front flight rotor 12 fails, the left rotor duct 300 generates a forward thrust F1 and the right rotor duct 300 generates a backward thrust F2; of course, reference may also be made to Figure 4 In the event that the right front flight rotor 12 fails, the right rotor duct 300 generates a forward thrust F4, and the left rotor duct 300 generates a backward thrust F3.

[0115] In some embodiments, the control method further comprises the following steps:

[0116] According to the working status of all the flight rotors 12, the current yaw moment of the flight body 11 is obtained, which can be understood as obtaining the overall yaw moment of all the flight rotors 12, which may specifically include the magnitude and direction of the yaw moment; for example, the current yaw moment of the flight body 11 can be obtained through the above-mentioned current detection circuit and other structures;

[0117] According to the working state of the flight rotor 12, the step of causing one of the rotor ducts 300 to generate a forward thrust and causing another of the rotor ducts 300 to generate a backward thrust (the above-mentioned step S200) includes:

[0118] According to the current yaw moment of the flying body 11, the magnitude and direction of the thrust of each rotor duct 300 are obtained, which is helpful to restore the balance of the rotational moment of the aircraft 10 more quickly.

[0119] It can be understood that the aircraft 10, the vehicle and the control method of the aircraft 10 proposed in the present application respectively adopt all the technical solutions of all the above-mentioned embodiments, and therefore have at least all the beneficial effects brought by the technical solutions of the above-mentioned embodiments, which will not be repeated here one by one.

[0120] The above description is only an exemplary embodiment of the present application and does not limit the patent scope of the present application. All equivalent structural changes made by using the contents of the present application specification and drawings under the technical concept of the present application, or directly / indirectly applied in other related technical fields are included in the patent protection scope of the present application.

Claims

1. A rotor duct, characterized in that: The rotor duct is used to provide a yaw moment to the aircraft, and the rotor duct comprises: A duct housing, the duct housing is used to connect to the flight body of the aircraft; the duct housing has a flow channel, the flow channel has a front opening and a rear opening arranged opposite to each other, the front opening is used to face the front side of the aircraft in the direction of travel; A drive assembly, the drive assembly comprising a drive body and a drive shaft, the drive body being disposed in the flow channel and connected to the duct housing; the drive shaft comprising a front shaft section and a rear shaft section, the front shaft section being disposed on a side of the drive body facing the front opening, and the rear shaft section being disposed on a side of the drive body facing the rear opening; A rotor assembly, the rotor assembly comprising a front rotor and a rear rotor, the front rotor is connected to the front shaft section, and the rear rotor is connected to the rear shaft section; The driving body is used to drive the front rotor and the rear rotor to rotate simultaneously. When the front rotor and the rear rotor rotate simultaneously along a first rotation direction, the rotor assembly is used to form a forward thrust; when the front rotor and the rear rotor rotate simultaneously along a second rotation direction, the rotor assembly is used to form a backward thrust, and the first rotation direction and the second rotation direction are in opposite directions.

2. The rotor duct according to claim 1, characterized in that: At least one of the front rotor and the rear rotor includes a hub and blades, the hub is connected to the front shaft section or the rear shaft section, and the blades are connected to the hub; the surface of the blade facing away from the driving body is set as an outer convex surface, and the surface of the blade facing the driving body is set as an inner concave surface.

3. The rotor duct according to claim 2, characterized in that: The blade comprises a first leading edge portion and a first trailing edge portion which are arranged opposite to each other, and an end surface of the first trailing edge portion which faces away from the first leading edge portion is arranged as an arc-shaped surface and protrudes outward.

4. The rotor duct according to claim 2 or 3, characterized in that: The blade includes a first leading edge portion and a first trailing edge portion that are oppositely disposed, and an average thickness of the first leading edge portion is greater than an average thickness of the first trailing edge portion.

5. The rotor duct according to claim 4, characterized in that: A distance from a maximum camber region of a surface of the blade facing away from the driving body to the first leading edge portion is shorter than a distance from the blade to the first trailing edge portion.

6. The rotor duct according to claim 2 or 3, characterized in that: A mounting groove is provided on a surface of one side of the hub facing the driving body; The cross-sectional area of ​​the mounting groove decreases in a direction away from the driving body, the cross-sectional area of ​​the mounting groove is perpendicular to the axis of the driving shaft, and the end of the driving shaft extends into the mounting groove; and / or, The bottom wall surface of the mounting groove is arranged opposite to the driving body, and the bottom wall surface of the mounting groove is provided with a receiving groove, the cross-sectional area of ​​the receiving groove is smaller than the area of ​​the bottom wall surface of the mounting groove, and the cross-sectional area of ​​the receiving groove is perpendicular to the axial center line of the driving shaft; the driving shaft comprises a main body shaft section and a necking section, the necking section is connected to the end surface of the main body shaft section, and the cross-sectional area of ​​the necking section is smaller than the cross-sectional area of ​​the main body shaft section; the end of the main body shaft section is accommodated in the mounting groove, the end of the main body shaft section abuts against the bottom wall surface of the mounting groove, and the necking section is accommodated in the receiving groove.

7. The rotor duct according to claim 2 or 3, characterized in that: At least two spaced-apart weight-reducing grooves are provided on at least one of a side surface of the hub facing the driving body and a side surface of the hub facing away from the driving body. The weight-reducing grooves are arranged along the circumferential direction of the driving shaft, and a reinforcing rib plate is formed in the solid part of the hub between two adjacent weight-reducing grooves.

8. The rotor duct according to claim 2 or 3, characterized in that: At least one of the front rotor and the rear rotor includes a fairing, and the fairing is connected to a side of the hub facing away from the driving body.

9. The rotor duct according to any one of claims 1 to 3, characterized in that: The driving body includes a central support body and a driving motor. The central support body has an installation space inside. The driving motor is arranged in the installation space. The motor shaft of the driving motor is arranged as the driving shaft.

10. The rotor duct according to any one of claims 1 to 3, characterized in that: The duct casing includes a cavity section and a contraction section, and the drive body and the rotor assembly are respectively arranged in the cavity section; the contraction section forms the front opening or the rear opening, and the inner diameter of at least part of the contraction section decreases in the direction toward the drive body.

11. The rotor duct according to claim 10, characterized in that: Circumferential reinforcement ribs are arranged on the outer side of the cavity segment, and the circumferential reinforcement ribs are extended along the circumferential direction of the drive shaft.

12. The rotor duct according to claim 11, characterized in that: The contraction section and the cavity section are separately provided, one end of the contraction section facing the cavity section is provided with a first annular step, and one end of the cavity section facing the contraction section is provided with a second annular step, and the first annular step is embedded with the second annular step; The end of the inner side wall of the contraction section is recessed inward to form the first annular step, the circumferential reinforcement rib and the outer wall surface of the cavity section form the second annular step, and the end of the contraction section abuts against the circumferential reinforcement rib; The recess forming the first annular step extends to an end position where the inner diameter of the contraction section is reduced.

13. The rotor duct according to claim 11, characterized in that: The contraction sections are respectively provided at both ends of the cavity section, and the two contraction sections respectively form the front opening and the rear opening; circumferential reinforcement ribs are respectively provided at both ends of the cavity section, and axial reinforcement ribs are also provided on the outer side of the cavity section, and the axial reinforcement ribs are extended along the axial direction of the drive shaft, and the two ends of the axial reinforcement ribs are respectively connected to the two circumferential reinforcement ribs; and / or, Projected along the radial direction of the drive shaft, the projection of the circumferential reinforcement rib overlaps with the projection of the front rotor or the projection of the rear rotor.

14. The rotor duct according to claim 10, characterized in that: The ratio of the maximum inner diameter of the contraction section to the inner diameter of the cavity section is greater than or equal to 1.15 and less than or equal to 1.3; and / or, Along the axial direction of the drive shaft, the distance from the outer end of the rotor assembly on the side facing away from the drive assembly to the terminal position where the inner diameter of the contraction section is reduced is greater than or equal to 10 mm and less than or equal to 30 mm; and / or, The ratio of the minimum distance from the inner wall surface of the cavity segment to the outer end of the rotor assembly to the inner diameter of the cavity segment is greater than or equal to 2% and less than or equal to 6%; and / or, One end of the contraction section away from the cavity section has an outer flange, and the outer flange is bent outward.

15. The rotor duct according to any one of claims 1 to 3, characterized in that: The rotor duct also includes a plurality of straightening blades, which are arranged at intervals in a direction surrounding the driving body; the straightening blades are arranged between the inner wall surface of the duct shell and the outer wall surface of the driving body, and the two sides of the straightening blades are respectively connected to the inner wall surface of the duct shell and the outer wall surface of the driving body.

16. The rotor duct according to claim 15, characterized in that: The straightening blade comprises a second leading edge portion and a second trailing edge portion which are arranged opposite to each other, wherein the second leading edge portion faces the front opening, and the second trailing edge portion faces the rear opening; The length direction of the straightening blade is arranged along the direction from the second leading edge portion to the second trailing edge portion, and the second leading edge portion and the second trailing edge portion are arranged symmetrically with respect to a length midpoint of the straightening blade.

17. The rotor duct according to claim 15, characterized in that: Projected along the radial direction of the drive shaft, the blades included in the front rotor are tilted toward one side of the drive shaft, and the straightening blades are tilted toward the other side of the drive shaft.

18. The rotor duct according to claim 15, characterized in that: A first positioning boss is provided on a surface of the rectifying blade facing the driving body, a first positioning recess is provided on an outer surface of the driving body, and the first positioning boss is embedded in the first positioning recess; and / or, A second positioning boss is provided on one side of the rectifying blade facing the inner surface of the duct housing, a second positioning recess is provided on the inner surface of the duct housing, and the second positioning boss is embedded in the second positioning recess; and / or, A first side boss is provided on the surface of the straightening blade facing the front opening or the rear opening, the first side boss is provided on the side of the straightening blade facing the driving body, and the first side boss abuts against the outer surface of the driving body; and / or, A second side boss is provided on the surface of the straightening blade facing the front opening or the rear opening. The second side boss is provided on the side of the straightening blade facing the inner surface of the duct shell, and the second side boss abuts against the inner surface of the duct shell.

19. The rotor duct according to claim 18, characterized in that: A wiring space is provided inside the rectifying blade, a first wiring hole is provided on the first positioning boss, and the wires of the driving body are sequentially arranged in the first wiring hole and the wiring space; The second positioning boss is provided with a second wiring hole, and the wires of the driving body are sequentially arranged in the wiring space and the second wiring hole.

20. The rotor duct according to claim 19, characterized in that: The cross-sectional area of ​​the wiring space is greater than the cross-sectional area of ​​the first wiring hole, and the cross-sectional area of ​​the wiring space and the cross-sectional area of ​​the first wiring hole are respectively perpendicular to the radial direction of the drive shaft; The cross-sectional area of ​​the wiring space is greater than the cross-sectional area of ​​the second wiring hole, and the cross-sectional areas of the wiring space and the second wiring hole are respectively perpendicular to the radial direction of the drive shaft.

21. An aircraft, characterized in that: The aircraft comprises a flying body, a flying rotor and a rotor duct as described in any one of claims 1 to 20, and a plurality of the flying rotors are arranged at intervals on the top of the flying body.

22. The aircraft according to claim 21, characterized in that The aircraft comprises two rotor ducts, which are respectively arranged on the left and right sides of the flying body in the direction of travel; The driving shaft of the rotor duct is used to be parallel to a horizontal plane, and the rotation centerline of the flight rotor is used to intersect with the horizontal plane.

23. A means of transport, characterized in that: The vehicle comprises a land vehicle and the aircraft according to claim 21 or 22, wherein the land vehicle is used to carry the aircraft.

24. A method for controlling an aircraft, characterized in that: The control method is used to control the aircraft according to claim 22, and the control method comprises the following steps: Obtaining the working status of all the flight rotors; According to the working state of the flight rotor, one of the rotor ducts generates a forward thrust, and another of the rotor ducts generates a backward thrust.

25. The control method according to claim 24, characterized in that: The control method further comprises the following steps: According to the working status of all the flight rotors, obtaining the current yaw moment of the flight body; According to the working state of the flight rotor, the step of causing one of the rotor ducts to generate a forward thrust and causing another of the rotor ducts to generate a backward thrust comprises: According to the current yaw moment of the flying body, the magnitude and direction of the thrust of each rotor duct are obtained.

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