Aircraft

Abstract

The embodiment of the utility model relates to the technical field of unmanned flight, and discloses an aircraft which comprises a fuselage and a wing module, the wing module is installed on the fuselage, the wing module comprises a wing body, a first wing rod, a second wing rod, a first driving assembly, a second driving assembly and a first heat dissipation assembly, and the wing body is installed on the fuselage. The first wing rod and the second wing rod are both installed on the wing body and located on the two opposite sides of the fuselage correspondingly, the first driving assembly is installed at one end of the first wing rod, the second driving assembly is installed at one end of the second wing rod, and the first heat dissipation assembly is installed on the first wing rod. The first heat dissipation assembly is connected with a circuit board in the first wing rod, and at least part of the first heat dissipation assembly is exposed to the outside. By means of the mode, heat dissipation of the circuit board in the first wing rod can be accelerated, and the risk that the circuit board in the first wing rod breaks down is reduced.

Description

Technical Field

[0001] The utility model embodiment relates to the field of unmanned flight technology, in particular to an aircraft. Background Art

[0002] See also Figure 1 Current drones generally include a fuselage, wings, wing rods, wing drive assemblies and fuselage drive assemblies. The wings are connected to the fuselage and are symmetrically arranged relative to the fuselage. The wing rods are connected to the fuselage. The wing drive assemblies are arranged on the wing rods, and the fuselage drive assemblies are arranged on the fuselage. Among them, the fuselage drive assemblies can provide the drone with forward power, and the fuselage drive assemblies can provide the drone with lifting power.

[0003] Since drones often need to change their flight speed and direction during flight, circuit boards (not shown) are required to control the operation of the wing drive components. These circuit boards contain electronic devices that are prone to heat, such as capacitors and Moss tubes. Current drones often place the circuit boards used to control the drive components inside the wing rods, which are relatively closed spaces and are not conducive to the heat dissipation of the circuit boards. This can easily lead to circuit board failures and affect the flight of the drone. Utility Model Content

[0004] The technical problem mainly solved by the embodiment of the utility model is to provide an aircraft, which can accelerate the heat dissipation of the circuit board in the first wing rod and reduce the risk of the aircraft being unable to fly normally due to a malfunction of the circuit board in the first wing rod.

[0005] In order to solve the above technical problems, a technical solution adopted in an embodiment of the utility model is: providing an aircraft, including a fuselage and a wing module, the wing module is installed on the fuselage, the wing module includes a wing body, a first wing rod, a second wing rod, a first drive assembly, a second drive assembly and a first heat dissipation assembly, the wing body is installed on the fuselage, the first wing rod and the second wing rod are both installed on the wing body, and the first wing rod and the second wing rod are respectively located on opposite sides of the fuselage, the first drive assembly is installed at one end of the first wing rod, the second drive assembly is installed at one end of the second wing rod, the first heat dissipation assembly is installed on the first wing rod, the first heat dissipation assembly is connected to the circuit board in the first wing rod, and the first heat dissipation assembly is at least partially exposed to the outside world.

[0006] In this embodiment, by installing the first heat dissipation component on the first wing rod, the circuit board in the first wing rod is connected to the first heat dissipation component, so that the heat of the circuit board can be conducted to the first heat dissipation component, and the first heat dissipation component is at least partially exposed to the outside world, so that when the aircraft is flying, airflow can be generated on the surface of the first heat dissipation component, and the heat in the first heat dissipation component can be dissipated into the outside air, which is beneficial to reduce the risk of malfunction of the circuit board in the first wing rod due to heat, and is beneficial to ensuring the normal flight of the aircraft.

[0007] Optionally, the first heat dissipation assembly is provided with a plurality of first grooves, the plurality of first grooves are arranged at intervals, and the openings of the plurality of first grooves are all facing outside the first wing rod.

[0008] In this embodiment, by providing a plurality of first grooves with openings facing outside the first wing rod in the first heat dissipation assembly, the contact area between the first heat dissipation assembly and the outside is increased, which is beneficial to improving the heat dissipation efficiency of the first heat dissipation assembly.

[0009] Optionally, the wing module further includes a second heat dissipation component, which is mounted on the first wing rod and connected to a circuit board in the first wing rod, and at least a portion of the second heat dissipation component is exposed to the outside.

[0010] In this embodiment, by providing a second heat dissipation component connected to the circuit board in the first wing rod, the second heat dissipation component can absorb the heat of the circuit board in the first wing rod at the same time as the first heat dissipation component, thereby improving the heat dissipation speed of the circuit board.

[0011] Optionally, the second heat dissipation assembly is provided with a plurality of second grooves, the plurality of second grooves are arranged at intervals, and the openings of the plurality of second grooves are all facing outside the first wing rod.

[0012] In this embodiment, by providing a plurality of second grooves with openings facing outside the first wing rod in the second heat dissipation assembly, the contact area of ​​the second heat dissipation assembly with the outside is increased, which is beneficial to improving the heat dissipation efficiency of the second heat dissipation assembly.

[0013] Optionally, the first heat dissipation assembly is mounted on a surface of the first wing rod facing the second wing rod; and / or,

[0014] The second heat dissipation assembly is mounted on a surface of the first wing rod facing away from the second wing rod.

[0015] Optionally, the wing module further includes a third heat dissipation assembly, which is connected to a circuit board in the second wing rod, is mounted on the second wing rod, and is at least partially exposed to the outside.

[0016] In this embodiment, by installing the third heat dissipation assembly on the second wing rod, the circuit board in the second wing rod is connected to the third heat dissipation assembly, so that the heat of the circuit board can be conducted to the third heat dissipation assembly, and the third heat dissipation assembly is at least partially exposed to the outside world, so that when the aircraft is flying, airflow can be generated on the surface of the third heat dissipation assembly, and the heat in the third heat dissipation assembly can be dissipated into the outside air, which is beneficial to reduce the risk of malfunction of the circuit board in the second wing rod due to heat, and is beneficial to ensuring the normal flight of the aircraft.

[0017] Optionally, the third heat dissipation assembly is provided with a plurality of third grooves, the plurality of third grooves are distributed at intervals, and the openings of the plurality of third grooves face outside the second wing rod.

[0018] In this embodiment, by providing a plurality of third grooves with openings facing outside the second wing rod in the third heat dissipation assembly, the contact area between the third heat dissipation assembly and the outside is increased, which is beneficial to improving the heat dissipation efficiency of the third heat dissipation assembly.

[0019] Optionally, the first drive assembly includes a first motor and a first rotor, the first motor is mounted on the first wing rod, the first rotor is connected to the first motor, and the first drive assembly can provide the aircraft with forward power; and / or,

[0020] The second drive assembly includes a second motor and a second rotor, the second motor is mounted on the second wing rod, the second rotor is connected to the second motor, and the second drive assembly can provide the aircraft with forward power.

[0021] Optionally, a heat dissipation channel connected to the outside world is formed between the wing module and the fuselage; the aircraft also includes a heat dissipation module, which is connected to at least part of the electronic devices in the fuselage, and at least part of the heat dissipation module is exposed to the heat dissipation channel; so that when the UAV is flying, the external airflow passing through the heat dissipation channel can cool the heat dissipation module.

[0022] In this embodiment, the heat dissipation module is connected to at least part of the electronic devices in the fuselage so that the heat of the electronic devices can be transferred to the heat dissipation module. By providing a heat dissipation channel, at least part of the heat dissipation module is exposed to the heat dissipation channel, so that when the aircraft is flying, airflow can be formed in the heat dissipation channel, and part of the heat in the heat dissipation module is taken away by the airflow, thereby achieving the effect of cooling some electronic devices in the fuselage.

[0023] Optionally, the heat dissipation channel includes an air outlet channel and a first air inlet channel, the heat dissipation module is at least partially exposed to the air outlet channel, the first air inlet channel is connected to the air outlet channel, and the air inlet of the first air inlet channel is located at one end of the first air inlet channel away from the air outlet channel.

[0024] The heat dissipation channel includes a second air inlet channel, which is connected to the air outlet channel. The first air inlet channel and the second air inlet channel are respectively located on both sides of the fuselage, and the air inlet of the second air inlet channel is located at one end of the second air inlet channel away from the air outlet channel.

[0025] In this embodiment, by providing a second air inlet channel, external air can enter the air outlet channel from the first air inlet channel and the second air inlet channel respectively, which is beneficial to increase the air flow in the air outlet channel and improve the heat dissipation efficiency of the heat dissipation module.

[0026] Optionally, the aircraft further includes a lifting module, wherein the lifting module is installed on the fuselage, and the lifting module can provide lifting power to the aircraft.

[0027] Optionally, the lifting module includes a third drive assembly and a fourth drive assembly, the third drive assembly includes a third motor and a third rotor, the third motor is installed on the fuselage, and the third rotor is connected to the third motor;

[0028] The fourth drive assembly includes a fourth motor and a fourth rotor. The fourth motor is installed on the fuselage, and the fourth motor is opposite to the third motor. The fourth rotor is connected to the fourth motor. Both the third drive assembly and the fourth drive assembly can provide power for the aircraft to rise and fall.

[0029] The beneficial effect of the embodiment of the utility model is as follows: different from the prior art, the embodiment of the utility model installs the first heat dissipation component on the first wing rod, and the circuit board in the first wing rod is connected to the first heat dissipation component, so that the heat of the circuit board can be transferred to the first heat dissipation component, and the first heat dissipation component is at least partially exposed to the outside world, so that when the aircraft is flying, airflow can be generated on the surface of the first heat dissipation component, and then the heat in the first heat dissipation component can be dissipated into the outside air, which is beneficial to reduce the risk of malfunction of the circuit board in the first wing rod due to heat, and is beneficial to ensuring the normal flight of the aircraft. BRIEF DESCRIPTION OF THE DRAWINGS

[0030] In order to more clearly illustrate the specific embodiments of the utility model or the technical solutions in the prior art, the following is a brief introduction to the drawings required for the specific embodiments or the prior art description. In all the drawings, similar elements or parts are generally identified by similar reference numerals. In the drawings, each element or part is not necessarily drawn according to the actual scale.

[0031] Figure 1 It is a structural schematic diagram of an aircraft provided in an embodiment of the utility model;

[0032] Figure 2It is a schematic diagram of the partial structure of the aircraft in the disassembled state provided in the embodiment of the utility model;

[0033] Figure 3 It is a partial exploded schematic diagram of a wing module of an aircraft provided in an embodiment of the utility model;

[0034] Figure 4 yes Figure 3 Enlarged view of the area shown in middle C;

[0035] Figure 5 is a partial structural schematic diagram of a wing module of an aircraft provided in an embodiment of the utility model at a first viewing angle;

[0036] Figure 6 yes Figure 5 Enlarged view of the area shown in middle E;

[0037] Figure 7 It is a schematic diagram of the partial structure of the aircraft provided in the embodiment of the utility model;

[0038] Figure 8 yes Figure 7 Enlarged view of the area shown in D in the middle;

[0039] Fig. 9 is a partial structural schematic diagram of a wing module of an aircraft provided in an embodiment of the utility model at a second viewing angle;

[0040] Fig.10 yes Fig. 9 Enlarged view of the area shown in part F;

[0041] Fig.11 yes Figure 1 A magnified view of the area shown in part A;

[0042] Fig.12 yes Figure 2 A magnified view of the area shown in part B;

[0043] Fig.13 It is a schematic diagram of the exploded state of the wing module and the heat dissipation module provided in the embodiment of the utility model;

[0044] Fig.14 It is a schematic diagram of the local structure of the wing module provided in the embodiment of the utility model. DETAILED DESCRIPTION

[0045] In order to facilitate the understanding of the utility model, the utility model is described in more detail below in conjunction with the accompanying drawings and specific embodiments. It should be noted that when an element is described as "fixed to" another element, it can be directly on another element or there can be one or more centered elements therebetween. When an element is described as "connected" to another element, it can be directly connected to another element or there can be one or more centered elements therebetween. The orientation or positional relationship indicated by the terms "upper", "lower", "inner", "outer", "vertical", "horizontal", etc. used in this specification is based on the orientation or positional relationship shown in the accompanying drawings, only for the convenience of describing the utility model and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the utility model. In addition, the terms "first", "second", etc. are only used for descriptive purposes and cannot be understood as indicating or implying relative importance.

[0046] Unless otherwise defined, all technical and scientific terms used in this specification have the same meaning as those commonly understood by those skilled in the art in the technical field of the present invention. The terms used in the specification of the present invention are only for the purpose of describing specific embodiments and are not used to limit the present invention. The term "and / or" used in this specification includes any and all combinations of one or more related listed items.

[0047] In addition, the technical features involved in different embodiments of the present invention described below can be combined with each other as long as they do not conflict with each other.

[0048] See also Figure 1 , Figure 2 , Figure 3 and Figure 4The aircraft 100 includes a fuselage 1 and a wing module 3. The wing module 3 is mounted on the fuselage 1, and includes a wing body 301, a first wing rod 302, a second wing rod 303, a first drive assembly 304, a second drive assembly 305, and a first heat dissipation assembly 306. The wing body 301 is mounted on the fuselage 1, and the wing body 301 is roughly symmetrical with respect to the fuselage 1, so that the balance of the aircraft 100 can be ensured as much as possible. The first wing rod 302 and the second wing rod 303 are both mounted on the wing body 301, and the first wing rod 302 and the second wing rod 303 are respectively located on both sides of the fuselage, and the first wing rod 302 and the second wing rod 303 are roughly symmetrical with respect to the fuselage 1. The first drive assembly 304 is mounted at the end of the first wing rod 302, and the second drive assembly 305 is mounted at the end of the second wing rod 303. The first drive assembly 304 and the second drive assembly 305 can both provide the aircraft 100 with power to move forward. A circuit board 3021 is arranged inside the first wing bar 302, and electronic components that are easy to generate heat, such as capacitors, Moss tubes, etc., are arranged on the circuit board 3021, and the circuit board 3021 is connected to the first driving assembly 304 to control the operation of the first driving assembly 304, so as to control the flight state of the aircraft 100. The first heat dissipation assembly 306 is roughly plate-shaped, and the first heat dissipation assembly 306 is installed on the first wing bar 302, and the first heat dissipation assembly 306 is connected to the circuit board in the first wing bar 302, so that the heat of the circuit board 3021 can be conducted to the first heat dissipation assembly 306, and at least part of the first heat dissipation assembly 306 is exposed to the outside, so that the first heat dissipation assembly 306 can dissipate heat to the outside air, thereby realizing heat dissipation of the circuit board 3021 in the first wing bar 302, which can reduce the risk of failure of the circuit board in the first wing bar 302, and is conducive to ensuring the normal operation of the first driving assembly 304, thereby reducing the risk of the aircraft failing to fly normally.

[0049] In this embodiment, by installing the first heat dissipation component 306 on the first wing rod 302, the circuit board 3021 in the first wing rod 302 is connected to the first heat dissipation component 306, so that the heat of the circuit board can be conducted to the first heat dissipation component 306, and the first heat dissipation component 306 is at least partially exposed to the outside world, so that when the aircraft 100 is flying, airflow can be generated on the surface of the first heat dissipation component 306, and then the heat in the first heat dissipation component 306 can be dissipated into the outside air, which is beneficial to reducing the risk of malfunction of the circuit board 3021 in the first wing rod 302 due to heat, and is beneficial to ensuring the normal flight of the aircraft 100.

[0050] For the first heat dissipation component 306, see Figure 2 , Figure 3 and Figure 4The first heat dissipation component 306 is installed on the surface of the first wing rod 302 facing the second wing rod 303, and the first heat dissipation component 306 is provided with a first groove 3061, and the opening of the first groove 3061 faces the outside of the first wing rod 302, that is, the opening of the first groove 3061 faces the second wing rod 303. In this embodiment, by providing the first groove 3061, the area of ​​the first heat dissipation component 306 in contact with the outside can be increased, which is conducive to improving the heat dissipation efficiency of the first heat dissipation component 306.

[0051] It can be understood that, in addition to being installed on the surface of the first wing rod 302 facing the second wing rod 303, the first heat dissipation component 306 can also be installed on other surfaces of the first wing rod 302. It only needs the first heat dissipation component 306 to be in contact with the outside air. In this way, the effect of dissipating heat for the circuit board in the first wing rod 302 can also be achieved. A detailed description is not given here.

[0052] Furthermore, the first heat dissipation component 306 is provided with a plurality of first grooves 3061, and the plurality of first grooves 3061 are distributed at intervals, and the openings of the plurality of first grooves 3061 are all facing outside the first wing rod 302, thereby greatly increasing the contact area between the first heat dissipation component 306 and the external air, which is beneficial to improving the heat dissipation efficiency of the first heat dissipation component 306.

[0053] In some embodiments, see Figure 5 and Figure 6 The wing module 3 further includes a second heat dissipation component 307, which is mounted on the first wing rod 302. The second heat dissipation component 307 is connected to the circuit board 3021 in the first wing rod 302, so that the heat of the circuit board can be transferred to the second heat dissipation component 307, and the second heat dissipation component 307 is at least partially exposed to the outside, so that the second heat dissipation component 307 can dissipate the heat to the outside air, thereby realizing heat dissipation of the circuit board 3021 in the first wing rod 302. In this embodiment, by providing the second heat dissipation component 307 connected to the circuit board in the first wing rod 302, and the second heat dissipation component 307 is at least partially exposed to the outside, so that when the aircraft 100 is flying, airflow can be generated on the surface of the second heat dissipation component, so that the heat in the second heat dissipation component can be dissipated to the outside air, and at the same time, the first heat dissipation component 306 cooperates with the heat dissipation of the circuit board 3021 in the first wing rod 302, so that the risk of failure of the circuit board in the first wing rod 302 due to heat can be further reduced, which is conducive to ensuring the normal flight of the aircraft.

[0054] Furthermore, the second heat dissipation assembly 307 and the first heat dissipation assembly 306 are respectively mounted on two different surfaces of the first wing rod 302. Compared with mounting the first heat dissipation assembly 306 and the second heat dissipation assembly 307, when the aircraft 100 moves forward, along the direction of the aircraft 100, this can prevent the external airflow from contacting the heat dissipation assembly located in the front and then contacting the heat dissipation assembly located in the rear. Since the airflow absorbs heat and heats up when contacting the heat dissipation assembly located in the front, this is not conducive to the heat dissipation of the heat dissipation assembly located in the rear. Therefore, in this embodiment, by mounting the first heat dissipation assembly 306 and the second heat dissipation assembly 307 on two different surfaces of the first wing rod 302, the heat dissipation performance of the first heat dissipation assembly 306 and the second heat dissipation assembly 307 can be maximized.

[0055] In some embodiments, the second heat dissipation assembly 307 is mounted on a surface of the first wing bar 302 facing away from the second wing bar 303 .

[0056] In some embodiments, see Figure 5 and Figure 6 The second heat dissipation component 307 is provided with a second groove 3071, and the opening of the second groove 3071 faces outside the first wing rod 302, so that the contact area between the second heat dissipation component 307 and the external air can be increased, which is beneficial to improving the heat dissipation efficiency of the second heat dissipation component 307.

[0057] Furthermore, the second heat dissipation component 307 is provided with a plurality of second grooves 3071, and the plurality of second grooves 3071 are distributed at intervals, and the openings of the plurality of second grooves 3071 are all facing outside the first wing rod 302, thereby greatly increasing the contact area between the second heat dissipation component 307 and the external air, which is beneficial to improving the heat dissipation efficiency of the second heat dissipation component 307.

[0058] In some embodiments, similar to the first wing bar 302, the second wing bar 303 is also provided with a circuit board 3031 inside. The circuit board 3031 is also provided with electronic components that are easy to generate heat, such as capacitors, Moss tubes, etc., and the circuit board 3031 is connected to the second drive assembly 305 to control the operation of the second drive assembly 305, thereby controlling the flight state of the aircraft 100. Therefore, it is necessary to provide a heat dissipation structure in the second wing bar 303 to dissipate the heat of the circuit board 3031 in the second wing bar 303, please refer to Figure 7 and Figure 8The wing module 3 also includes a third heat dissipation component 308, which is roughly plate-shaped. The third heat dissipation component 308 is installed on the second wing rod 303, and the third heat dissipation component 308 is connected to the circuit board 3031 in the second wing rod 303, so that the heat of the circuit board 3031 can be conducted to the third heat dissipation component 308, and at least part of the third heat dissipation component 308 is exposed to the outside world, so that the third heat dissipation component 308 can dissipate heat to the outside air, thereby achieving heat dissipation of the circuit board 3031 in the second wing rod 303, which can reduce the risk of failure of the circuit board 3031 in the second wing rod 303, which is conducive to ensuring the normal operation of the first drive component 304, thereby reducing the risk of the aircraft failing to fly normally.

[0059] For the third heat dissipation component 308, please refer to Figure 7 and Figure 8 The third heat dissipation assembly 308 is mounted on the surface of the second wing bar 303 facing the first wing bar 302, and the third heat dissipation assembly 308 is provided with a third groove 3081, and the opening of the third groove 3081 faces the outside of the second wing bar 303, that is, the opening of the third groove 3081 faces the first wing bar 302. In this embodiment, by providing the third groove 3081, the area of ​​the third heat dissipation assembly 308 in contact with the outside can be increased, which is conducive to improving the heat dissipation efficiency of the third heat dissipation assembly 308.

[0060] It can be understood that, in addition to being installed on the surface of the second wing rod 303 facing the first wing rod 302, the third heat dissipation component 308 can also be installed on other surfaces of the second wing rod 303. It only needs to be able to contact the outside air. In this way, the effect of dissipating heat for the circuit board 3031 in the second wing rod 303 can also be achieved. A detailed description is not given here.

[0061] Furthermore, the third heat dissipation component 308 is provided with a plurality of third grooves 3081, and the plurality of third grooves 3081 are distributed at intervals, and the openings of the plurality of third grooves 3081 are all facing outside the second wing rod 303, thereby greatly increasing the contact area between the third heat dissipation component 308 and the external air, which is beneficial to improving the heat dissipation efficiency of the third heat dissipation component 308.

[0062] In some embodiments, see Fig. 9 and Fig.10The wing module 3 also includes a fourth heat dissipation component 309, which is installed on the second wing rod 303. The fourth heat dissipation component 309 is connected to the circuit board 3031 in the second wing rod 303 so that the heat of the circuit board 3031 can be conducted to the fourth heat dissipation component 309, and the fourth heat dissipation component 309 is at least partially exposed to the outside world so that the fourth heat dissipation component 309 can dissipate heat into the outside air to achieve heat dissipation of the circuit board 3031 in the second wing rod 303. In this embodiment, a fourth heat dissipation component 309 connected to the circuit board 3031 in the second wing rod 303 is provided, and the fourth heat dissipation component 309 is at least partially exposed to the outside world, so that when the aircraft 100 is flying, airflow can be generated on the surface of the fourth heat dissipation component 309, and the heat in the fourth heat dissipation component 309 can be dissipated into the outside air. At the same time, the third heat dissipation component 308 cooperates with the heat dissipation of the circuit board 3031 in the second wing rod 303, which can further reduce the risk of malfunction of the circuit board 3031 in the second wing rod 303 due to heat, which is conducive to ensuring the normal flight of the aircraft.

[0063] For further information, see Figure 7 , Fig. 9 and Fig.10 , the fourth heat dissipation component 309 and the third heat dissipation component 308 are respectively installed on two different surfaces of the second wing rod 303. Compared with installing the third heat dissipation component 308 and the fourth heat dissipation component 309, when the aircraft 100 moves forward, along the direction of the aircraft 100, it can be avoided that the external airflow contacts the heat dissipation component located in the front and then contacts the heat dissipation component located in the rear. Since the airflow absorbs heat and heats up when contacting the heat dissipation component located in the front, this is not conducive to the heat dissipation of the heat dissipation component located in the rear. Therefore, in this embodiment, by installing the third heat dissipation component 308 and the fourth heat dissipation component 309 on two different surfaces of the second wing rod 303, the heat dissipation performance of the third heat dissipation component 308 and the fourth heat dissipation component 309 can be maximized.

[0064] In some embodiments, the fourth heat dissipation assembly 309 is mounted on a surface of the second wing bar 303 facing away from the first wing bar 302 .

[0065] In some embodiments, see Fig.10 The fourth heat dissipation component 309 is provided with a fourth groove 3091, and the opening of the fourth groove 3091 faces outside the second wing rod 303, so that the area of ​​the fourth heat dissipation component 309 in contact with the external air can be increased, which is beneficial to improving the heat dissipation efficiency of the fourth heat dissipation component 309.

[0066] Furthermore, the fourth heat dissipation component 309 is provided with a plurality of fourth grooves 3091, and the plurality of fourth grooves 3091 are distributed at intervals, and the openings of the plurality of fourth grooves 3091 are all facing outside the second wing rod 303, thereby greatly increasing the contact area between the fourth heat dissipation component 309 and the external air, which is beneficial to improving the heat dissipation efficiency of the fourth heat dissipation component 309.

[0067] For the first drive assembly 304, see Figure 2 and Figure 3 The first driving assembly 304 includes a first motor 3041 and a first rotor 3042. The first motor 3041 is installed at the end of the first wing rod 302, and the first motor 3041 is connected to a circuit board in the first wing rod 302 so that the circuit board can control the operation of the first motor 3041. The first rotor 3042 is connected to the first motor 3041 so that the first motor 3041 can drive the first rotor 3042 to rotate, thereby providing power to the aircraft 100.

[0068] Furthermore, the first drive assembly 304 also includes a first mounting frame 3043 and a first switching motor 3044. The first switching motor 3044 is installed in the first wing rod 302, the first mounting frame 3043 is connected to the first switching motor 3044, the first motor 3041 is installed at one end of the first mounting frame 3043 away from the first switching motor 3044, and the first switching motor 3044 is used to drive the first motor 3041 to swing, so that the first drive assembly 304 switches between the horizontal state and the vertical state. Figure 5 In the horizontal state shown, the first drive assembly 304 can provide the aircraft 100 with forward power; when the first drive assembly 304 is in Figure 2 In the vertical state shown in FIG, the first drive assembly 304 can provide the aircraft 100 with power for lifting and lowering.

[0069] For the second drive assembly 305, see Figure 2 and Figure 3 The second driving assembly 305 includes a second motor 3051 and a second rotor 3052. The second motor 3051 is installed at the end of the second wing rod 303, and the second motor 3051 is connected to a circuit board in the second wing rod 303 so that the circuit board can control the operation of the second motor 3051. The second rotor 3052 is connected to the second motor 3051 so that the second motor 3051 can drive the second rotor 3052 to rotate, thereby providing power to the aircraft 100.

[0070] Furthermore, the second drive assembly 305 also includes a second mounting frame 3053 and a second switching motor 3054. The second switching motor 3054 is installed in the second wing rod 303, the second mounting frame 3053 is connected to the second switching motor 3054, the second motor 3051 is installed at one end of the second mounting frame 3053 away from the second switching motor 3054, and the second switching motor 3054 is used to drive the second motor 3051 to swing, so that the second drive assembly 305 switches between the horizontal state and the vertical state. Figure 5 In the horizontal state shown, the second drive assembly 305 can provide the aircraft 100 with forward power; when the second drive assembly 305 is in Figure 2 When in the vertical state shown in , the second drive assembly 305 can provide the aircraft 100 with power for lifting and lowering.

[0071] In some embodiments, see Figure 2 The aircraft 100 further includes a lifting module 5, which further includes a third driving assembly 51 and a fourth driving assembly 52. ​​The third driving assembly 51 includes a third motor 511 and a third rotor 512. The third motor 511 is installed at a position of the fuselage 1 close to the head 11 of the aircraft 100. The third rotor 512 is connected to the third motor 511. The third motor 511 is used to drive the third rotor 512 to rotate. The fourth driving assembly 52 includes a fourth motor 521 and a fourth rotor 522. The fourth motor 521 is installed at a position of the fuselage 1 close to the tail 12 of the aircraft 100. The fourth rotor 522 is connected to the fourth motor 521. The fourth motor 521 is used to drive the fourth rotor 522 to rotate. When the third rotor 512 and the fourth rotor 522 rotate, the third driving assembly 51 and the fourth driving assembly 52 can provide the aircraft 100 with a lifting force.

[0072] There are also many electronic devices that are prone to heat inside the fuselage 1 of the aircraft 100, such as radio frequency chips, control chips, etc. In order to ensure the normal operation of these electronic devices, a heat dissipation structure is also required to dissipate the heat of the electronic devices inside the fuselage 1.

[0073] In some embodiments, see Figure 1 , Figure 2 , Fig.11 and Fig.12The aircraft 100 further includes a heat dissipation module 2, and a heat dissipation channel 4 communicating with the outside is formed between the wing module 3 and the fuselage 1. The heat dissipation module 2 is installed on the fuselage 1, and the heat dissipation module 2 is connected to at least part of the electronic devices inside the fuselage 1, so that the electronic devices inside the fuselage 1 can transfer heat to the heat dissipation module 2. Among them, at least part of the heat dissipation module 2 is exposed to the heat dissipation channel 4, so that when airflow flows through the heat dissipation channel 4, the airflow can contact the heat dissipation module 2 and take away at least part of the heat in the heat dissipation module 2, thereby achieving heat dissipation of the electronic devices inside the fuselage 1. In this embodiment, by connecting the heat dissipation module 2 to the electronic devices inside the fuselage 1, and at least part of the heat dissipation module 2 is exposed to the heat dissipation channel 4, and the heat dissipation channel 4 is communicated with the outside, when the aircraft 100 is flying, airflow can be formed in the heat dissipation channel 4 and take away at least part of the heat of the heat dissipation module 2, thereby achieving heat dissipation of the electronic devices inside the fuselage 1, so that the electronic devices inside the aircraft 100 can exchange heat with the outside air through the heat dissipation module 2, which is conducive to improving the heat dissipation effect of the aircraft 100.

[0074] For the above heat dissipation channel 4, please refer to Fig.13 and Fig.14 , Fig.13 and Fig.14 The arrow in the figure indicates the flow direction of the airflow. The heat dissipation channel 4 includes an air outlet channel 41 and a first air inlet channel 42, and the heat dissipation module 2 is located in the air outlet channel 41. The first air inlet channel 42 is connected to the air outlet channel 41, and the air inlet of the first air inlet channel 42 is located at one end of the first air inlet channel 42 away from the air outlet channel 41. The air inlet of the first air inlet channel 42 is connected to the outside world, and the air inlet of the first air inlet channel 42 faces the head 11 of the aircraft 100, so that when the aircraft 100 flies forward, the outside air can directly enter the first air inlet channel 42, and there is no need to set a fan in the heat dissipation channel 4 to form an airflow in the heat dissipation channel 4, which is conducive to simplifying the structure of the aircraft 100 and reducing the energy consumption of the aircraft 100. The air outlet of the air outlet channel 41 is arranged at one end of the air outlet channel 41 away from the first air inlet channel 42, and the air outlet of the air outlet channel 41 faces the tail 12 of the aircraft 100. It is worth noting that the head 11 and the tail 12 of the aircraft 100 are relative, and when the aircraft 100 is flying, the head 11 is in front and the tail 12 is in the back.

[0075] In some embodiments, the heat dissipation channel 4 further includes a second air inlet channel 43, which is connected to the air outlet channel 41, and the second air inlet channel 43 and the first air inlet channel 42 are respectively located on opposite sides of the fuselage 1. The air inlet of the second air inlet channel 43 is located at one end of the second air inlet channel 43 away from the air outlet channel 41, and the air inlet of the second air inlet channel 43 faces the head 11 of the aircraft 100, so that when the aircraft 100 flies forward, the outside air can enter the air outlet channel 41 from the second air inlet channel 43, thereby forming an airflow in the air outlet channel 41 and taking away part of the heat in the heat dissipation module 2. In this embodiment, by providing the second air inlet channel 43 connected to the air outlet channel 41, and the air inlet of the second air inlet channel 43 faces the head 11 of the aircraft 100, when the aircraft 100 flies, the outside air can enter the air outlet channel 41 from the first air inlet channel 42 and the second air inlet channel 43, respectively, thereby increasing the airflow in the air outlet channel 41, which is beneficial to improving the heat dissipation efficiency of the heat dissipation module 2.

[0076] For the above mentioned heat dissipation module 2, please refer to Fig.12 , Fig.13 and Fig.14 The heat dissipation module 2 includes a heat dissipation plate 21 and heat dissipation fins 22. The heat dissipation plate 21 is installed on the body 1. The heat dissipation plate 21 is connected to at least part of the electronic devices inside the body 1, so that the heat generated by the electronic devices on the back of the body 1 can be conducted to the heat dissipation plate 21. The first surface 211 of the heat dissipation plate 21 faces the air outlet channel 41, and the first surface 211 is exposed in the air outlet channel 41. The heat dissipation fins 22 are installed on the first surface 211 of the heat dissipation plate 21, and when the airflow in the air outlet channel 41 contacts the heat dissipation fins 22 and the heat dissipation plate 21, part of the heat in the heat dissipation fins 22 and the heat dissipation plate 21 can be taken away, thereby achieving heat dissipation of the heat dissipation module 2. In this embodiment, by providing the heat dissipation plate 21 and the heat dissipation fins 22, the contact area between the heat dissipation module 2 and the airflow in the air outlet channel 41 can be made large enough, thereby ensuring the heat dissipation effect of the heat dissipation module 2.

[0077] Furthermore, there are multiple heat dissipation fins 22, and the multiple heat dissipation fins 22 are all installed on the first surface 211 of the heat dissipation plate 21, and the multiple heat dissipation fins 22 are spaced apart along the first direction X, wherein the first direction X is not parallel to the flow direction of the airflow in the air outlet channel 41. In this embodiment, by providing multiple heat dissipation fins 22, the heat dissipation area of ​​the heat dissipation module 2 is greatly increased, and the heat dissipation efficiency is improved.

[0078] Furthermore, the first direction X is perpendicular to the direction of the airflow in the air outlet channel 41, that is, the length directions of the multiple heat dissipating fins 22 are the same as the direction of the airflow in the air outlet channel 41, so that it can be ensured that airflow flows through the surfaces of all the heat dissipating fins 22 to ensure heat dissipation efficiency. In addition, it can also reduce the obstruction of the heat dissipating fins 22 to the airflow, so that the airflow can flow quickly through the air outlet channel 41, which is beneficial to reduce the resistance of the aircraft 100 during flight.

[0079] Furthermore, there are multiple heat sink fins 22, which are divided into several groups along the air flow direction in the air outlet channel, each group includes several heat sink fins 22 spaced apart along the first direction X, and along the air flow direction in the air outlet channel, a group of heat sink fins 22 located upstream overlaps with a group of heat sink fins 22 located downstream, so that while increasing the heat dissipation area of ​​the heat dissipation module 2, the obstruction of the heat sink fins 22 to the air flow can be minimized, so that the air flow can flow quickly through the air outlet channel 41, which is beneficial to improving the heat dissipation efficiency of the heat sink fins 22, and can also reduce the resistance of the aircraft 100 during flight.

[0080] In some embodiments, see Fig.12 , Fig.13 and Fig.14 The heat dissipation module 2 also includes a first guide plate 23, which is installed on the first surface 211 of the heat dissipation plate 21. The first guide plate 23 is located in the air outlet channel 41, and one end of the first guide plate 23 is connected to the air outlet of the first air inlet channel 42. The other end of the first guide plate 23 extends toward the heat dissipation fins 22, and when viewed from a direction perpendicular to the first surface 211, the shape of the first guide plate 23 is arc-shaped. When the airflow in the first air inlet channel 42 flows out from the air outlet of the first air inlet channel 42, under the guiding effect of the first guide plate 23, at least part of the airflow flows along the first guide plate 23 toward the heat dissipation fins 22, so that the convection formed by the airflow flowing out of the first air inlet channel 42 and the airflow flowing out of the second air inlet channel 43 in the air outlet channel 41 can be reduced, thereby reducing the influence of the airflow flowing out of the first air inlet channel 42 and the airflow flowing out of the second air inlet channel 43 on each other's flow velocity, thereby ensuring the heat dissipation effect of the heat dissipation module 2.

[0081] For further information, see Fig.12 , Fig.13 and Fig.14The heat dissipation module 2 also includes a second guide plate 24, which is installed on the first surface 211 of the heat dissipation plate 21. The second guide plate 24 is arranged opposite to the first guide plate 23. One end of the second guide plate 24 is connected to the air outlet of the second air inlet channel 43, and the other end of the second guide plate 24 extends toward the heat dissipation fins 22. When observed from a direction perpendicular to the first surface 211, the shape of the second guide plate 24 is arc-shaped. When the airflow in the second air inlet channel 43 flows out from the air outlet of the second air inlet channel 43, under the guiding effect of the second guide plate 24, at least part of the airflow flows along the second guide plate 24 toward the heat dissipation fins 22, so that the convection formed by the airflow flowing out of the first air inlet channel 42 and the airflow flowing out of the second air inlet channel 43 in the air outlet channel 41 can be further reduced, thereby further reducing the influence of the airflow flowing out of the first air inlet channel 42 and the airflow flowing out of the second air inlet channel 43 on each other's flow velocity, thereby ensuring the heat dissipation effect of the heat dissipation module 2.

[0082] For further information, see Fig.12 , Fig.13 and Fig.14 , observed from a direction perpendicular to the first surface 211, the distance between the first guide plate 23 and the second guide plate 24 gradually decreases from the end of the first guide plate 23 away from the heat dissipation fins 22 to the end close to the heat dissipation fins 22, so that the airflow area in the air outlet channel 41 gradually increases, which is beneficial to ensure that airflow flows through the surfaces of all heat dissipation fins 22 to ensure heat dissipation efficiency.

[0083] For Wing Module 3 above, see Fig.12 , Fig.13 and Fig.14 The wing module 3 further includes a first enclosure plate 310 and a second enclosure plate 311. The wing body 301 is mounted on the fuselage 1. The first enclosure plate 310 is mounted on the wing body 301. The first enclosure plate 310 and the wing body 301 jointly define at least a portion of the boundary of the first air inlet channel 42. The second enclosure plate 311 is mounted on the wing body 301. The second enclosure plate 311 and the first enclosure plate 310 are respectively located on opposite sides of the fuselage 1. The second enclosure plate 311 and the wing body 301 jointly define at least a portion of the boundary of the second air inlet channel 43. Among them, the surfaces of the first enclosure plate 310 and the second enclosure plate 311 facing the wing body 301 are both streamlined transition surfaces, so that the first air inlet channel 42 and the second air inlet channel 43 can be streamlined transition, which is conducive to reducing the resistance of the airflow in the first air inlet channel 42 and the second air inlet channel 43.

[0084] In the embodiment of the utility model, by installing the first heat dissipation component 306 on the first wing rod 302, the circuit board 3021 in the first wing rod 302 is connected to the first heat dissipation component 306, so that the heat of the circuit board can be conducted to the first heat dissipation component 306, and the first heat dissipation component 306 is at least partially exposed to the outside world, so that when the aircraft 100 is flying, airflow can be generated on the surface of the first heat dissipation component 306, and then the heat in the first heat dissipation component 306 can be dissipated into the outside air, which is beneficial to reducing the risk of malfunction of the circuit board 3021 in the first wing rod 302 due to heat, and is beneficial to ensuring the normal flight of the aircraft 100.

[0085] The above description is only an embodiment of the present invention, and does not limit the patent scope of the present invention. Any equivalent structure or equivalent process transformation made by using the contents of the specification and drawings of the present invention, or directly or indirectly applied in other related technical fields, are also included in the patent protection scope of the present invention.

Claims

1. An aircraft, comprising a fuselage and a wing module, wherein the wing module is mounted on the fuselage, characterized in that: The wing module includes a wing body, a first wing rod, a second wing rod, a first drive assembly, a second drive assembly and a first heat dissipation assembly. The wing body is installed on the fuselage, the first wing rod and the second wing rod are both installed on the wing body, and the first wing rod and the second wing rod are respectively located on opposite sides of the fuselage, the first drive assembly is installed on one end of the first wing rod, the second drive assembly is installed on one end of the second wing rod, the first heat dissipation assembly is installed on the first wing rod, the first heat dissipation assembly is connected to a circuit board in the first wing rod, and the first heat dissipation assembly is at least partially exposed to the outside.

2. The aircraft according to claim 1, characterized in that The first heat dissipation assembly is provided with a plurality of first grooves, the plurality of first grooves are arranged at intervals, and the openings of the plurality of first grooves are all facing outside the first wing rod.

3. The aircraft according to claim 1, characterized in that: The wing module further includes a second heat dissipation component, which is mounted on the first wing rod and connected to a circuit board in the first wing rod, and at least a portion of the second heat dissipation component is exposed to the outside.

4. The aircraft according to claim 3, characterized in that The second heat dissipation assembly is provided with a plurality of second grooves, the plurality of second grooves are arranged at intervals, and the openings of the plurality of second grooves are all directed toward the outside of the first wing rod.

5. The aircraft according to claim 3, characterized in that: The first heat dissipation assembly is mounted on a surface of the first wing rod facing the second wing rod; and / or, The second heat dissipation assembly is mounted on a surface of the first wing rod facing away from the second wing rod.

6. The aircraft according to claim 1, characterized in that: The wing module also includes a third heat dissipation component, which is connected to the circuit board in the second wing rod, and is installed on the second wing rod. At least part of the third heat dissipation component is exposed to the outside.

7. The aircraft according to claim 6, characterized in that The third heat dissipation assembly is provided with a plurality of third grooves, the plurality of third grooves are distributed at intervals, and the openings of the plurality of third grooves face outside the second wing rod.

8. The aircraft according to claim 1, characterized in that: The first drive assembly includes a first motor and a first rotor, the first motor is mounted on the first wing rod, the first rotor is connected to the first motor, and the first drive assembly can provide the aircraft with forward power; and / or, The second drive assembly includes a second motor and a second rotor, the second motor is mounted on the second wing rod, the second rotor is connected to the second motor, and the second drive assembly can provide the aircraft with forward power.

9. The aircraft according to claim 1, characterized in that: A heat dissipation channel connected to the outside world is formed between the wing module and the fuselage; The aircraft also includes a heat dissipation module, which is connected to at least part of the electronic devices in the fuselage, and at least part of the heat dissipation module is exposed to the heat dissipation channel; so that when the drone is flying, the external airflow passing through the heat dissipation channel can cool the heat dissipation module.

10. The aircraft according to claim 9, characterized in that The heat dissipation channel includes an air outlet channel and a first air inlet channel, the heat dissipation module is at least partially exposed to the air outlet channel, the first air inlet channel is connected to the air outlet channel, and the air inlet of the first air inlet channel is located at one end of the first air inlet channel away from the air outlet channel.

11. The aircraft according to claim 10, characterized in that The heat dissipation channel includes a second air inlet channel, which is connected to the air outlet channel. The first air inlet channel and the second air inlet channel are respectively located on both sides of the fuselage, and the air inlet of the second air inlet channel is located at one end of the second air inlet channel away from the air outlet channel.

12. The aircraft according to any one of claims 1 to 11, characterized in that: The aircraft further comprises a lifting module, which is installed on the fuselage and can provide lifting power to the aircraft.

13. The aircraft according to claim 12, characterized in that The lifting module includes a third drive assembly and a fourth drive assembly, the third drive assembly includes a third motor and a third rotor, the third motor is installed on the fuselage, and the third rotor is connected to the third motor; The fourth drive assembly includes a fourth motor and a fourth rotor. The fourth motor is installed on the fuselage, and the fourth motor is opposite to the third motor. The fourth rotor is connected to the fourth motor. Both the third drive assembly and the fourth drive assembly can provide power for the aircraft to rise and fall.

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