Aircraft frame structure

Abstract

The present invention discloses a frame structure of an aircraft, comprising: a frame body, an arm, a propeller assembly, and a propeller protection assembly, wherein the frame body is connected to one end of the arm; the propeller assembly is respectively connected to the other end of the arm and the propeller protection assembly; and the propeller protection assembly is used to protect the propeller assembly and also used as a landing gear. The present invention is small in size and light in weight. It has high impact resistance and safety. It can take off and land on both sides. It has a simple structure, is easy to manufacture, and has a low manufacturing cost.

Description

Technical Field

[0001] The present invention relates to the technical field of aircraft, and in particular to a frame structure of an aircraft. Background Art

[0002] In recent years, with the increasing development and maturity of aircraft technology, the application areas of aircraft have become increasingly extensive, and as a result, users have put forward higher and higher requirements for the performance of aircraft.

[0003] For example, in the field of aircraft design, how to reduce the size and weight of the aircraft has always been an important aspect of concern to users, but the current size and weight still cannot meet user requirements. This problem is even more difficult to solve when it is necessary to consider both the size and the effective protection of the propellers, as well as the realization of double-sided forward and reverse take-off and landing.

[0004] In summary, there is an urgent need in the art for an aircraft frame structure that has a smaller volume and lighter weight and can protect the propeller and support double-sided forward and reverse take-off and landing. Summary of the invention

[0005] The purpose of the present invention is to provide an aircraft frame structure with a smaller volume and lighter weight, which can protect the propeller and support double-sided forward and reverse take-off and landing, and has a simple structure, is easy to manufacture, and has a low manufacturing cost.

[0006] In a first aspect of the present invention, there is provided an aircraft frame structure, comprising: a frame body, an arm, a propeller assembly, and a propeller protection assembly, wherein:

[0007] The frame body is connected to one end of the arm;

[0008] The propeller assembly is respectively connected to the other end of the arm and the propeller protection assembly; and

[0009] The propeller protection assembly is used to protect the propeller assembly and also serves as a landing gear.

[0010] Preferably, the propeller assembly includes a motor cover for accommodating the motor, and the motor cover is respectively connected to the other end of the machine arm and the propeller protection assembly.

[0011] Preferably, the height of the motor cover is set so that when the aircraft takes off and lands on the reverse side, the motor cover serves as a landing gear and can support the fuselage.

[0012] Preferably, the propeller protection assembly comprises a plurality of connecting arms and a plurality of connecting frames, wherein:

[0013] One end of each connecting arm is connected to the motor cover, and the other end is connected to the connecting frame.

[0014] Preferably, the propeller assembly comprises blades, and,

[0015] One end of each connecting arm connected to the connecting frame extends downward and is connected to the connecting frame, thereby forming an accommodating space capable of protecting the blades.

[0016] Preferably, each connecting frame is arch-shaped, W-shaped, or S-shaped.

[0017] Preferably, each connecting frame has a bent portion in the middle, and,

[0018] All the connecting arms connected to the same motor cover are located on the same side of the bent portion.

[0019] Preferably, each motor cover is connected to two connecting arms respectively.

[0020] Preferably, the angle between two adjacent connecting arms ranges from 30° to 150°.

[0021] Preferably, the frame body, the frame arm, and the propeller protection assembly are integrally formed.

[0022] Compared with the prior art, the embodiments of the present invention have at least the following differences and effects:

[0023] 1. It can adapt to different flight postures, provide a variety of take-off and landing support postures, and realize forward and reverse take-off and landing.

[0024] 2. Effectively protect propeller components, especially blade structures, with high impact resistance and safety.

[0025] 3. Small size and light weight.

[0026] 4. Simple structure, easy to manufacture and low manufacturing cost.

[0027] It should be understood that within the scope of the present invention, the above-mentioned technical features of the present invention and the technical features specifically described below (such as embodiments) can be combined with each other to form a new or preferred technical solution. Due to space limitations, they will not be described one by one here. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] Figure 1 is a schematic diagram of the flight attitude and structure of an aircraft according to an embodiment of the present invention;

[0029] Figure 2 is a schematic diagram of a static posture for takeoff and landing according to an embodiment of the present invention;

[0030] Figure 3 is a schematic diagram of the flight attitude of an aircraft according to an embodiment of the present invention;

[0031] Figure 4is a schematic diagram of a static posture of an aircraft taking off and landing according to an embodiment of the present invention;

[0032] Figure 5 is a schematic diagram of the main components of an aircraft according to an embodiment of the present invention;

[0033] Figure 6 is a schematic diagram of the main components of an aircraft according to an embodiment of the present invention;

[0034] Figure 7 is a schematic diagram of an assembly of an aircraft according to an embodiment of the present invention;

[0035] Figure 8 It is a schematic diagram of the vertical heat dissipation hole structure in the prior art;

[0036] Fig. 9 The windward angle streamlined heat dissipation hole of an aircraft according to one embodiment of the present invention;

[0037] Fig.10 It is a schematic diagram of air flow direction and vertical heat dissipation holes in the prior art;

[0038] Fig.11 is a schematic diagram of the windward angle streamlined heat dissipation holes and air flow direction of an aircraft according to an embodiment of the present invention;

[0039] Fig.12 is an exploded schematic diagram of a tail antenna of an aircraft according to an embodiment of the present invention;

[0040] Fig.13 is a schematic diagram of a tail wing antenna of an aircraft in a folded state according to an embodiment of the present invention;

[0041] Fig.14 is a schematic diagram of resetting the tail antenna of an aircraft according to an embodiment of the present invention;

[0042] Fig.15 is a schematic diagram of the tail antenna structure of an aircraft according to an embodiment of the present invention;

[0043] Fig.16 is a schematic diagram of a tail antenna component of an aircraft according to an embodiment of the present invention;

[0044] Fig.17 is a schematic diagram of a folded state of a tail antenna of an aircraft according to an embodiment of the present invention;

[0045] Fig.18 is a schematic diagram of a folded state of a tail antenna of an aircraft according to an embodiment of the present invention;

[0046] Fig.19is a schematic diagram of a folded state of a tail antenna of an aircraft according to an embodiment of the present invention;

[0047] Fig. 20 is a schematic diagram of a state of a tail antenna of an aircraft before being hit according to an embodiment of the present invention;

[0048] Fig.21 is a schematic diagram of a state where a tail antenna of an aircraft is hit according to an embodiment of the present invention;

[0049] Fig. 22 is a schematic diagram of the main components of an aircraft according to an embodiment of the present invention;

[0050] Fig.23 is a schematic diagram of installing a lens of an aircraft according to an embodiment of the present invention;

[0051] Fig.24 is a schematic diagram of the position of a lens of an aircraft according to an embodiment of the present invention;

[0052] Fig.25 Schematic diagram of main components of a lens of an aircraft according to an embodiment of the present invention.

[0053] Throughout the drawings, the same reference numerals are used to denote the same elements or structures, wherein:

[0054] 1: Body

[0055] 2: Arm

[0056] 3: Propeller assembly

[0057] 4: Propeller protection assembly

[0058] 5: Paddle

[0059] 6: Motor cover

[0060] 7: Connecting arm

[0061] 8: Connecting frame

[0062] 9: Bending part

[0063] 101: Intermediate heat dissipation components

[0064] 102: Side heat dissipation components

[0065] 103: Forward vent

[0066] 104: Reinforcement rod

[0067] 105: Leaf blade

[0068] 106: Side air inlet

[0069] 107: Middle air inlet

[0070] 11: Sheet antenna

[0071] 12: Antenna bracket

[0072] 13: Antenna slot

[0073] 14: Multi-angle snap-in groove

[0074] 15: First pin

[0075] 16: Second pin

[0076] 17: Rotating bracket axis

[0077] 18: Folding angle limit slot

[0078] 19: Rotating bracket shaft installation slot

[0079] 21: Main body snap-fitting groove

[0080] 22: Groove assembly

[0081] 51: Image Board

[0082] 52: Main control board

[0083] 53: Battery

[0084] 54: Camera

[0085] 61: Rack

[0086] 611: Rack body

[0087] 62: Upper cover

[0088] 63: Rotate the positioning axis

[0089] 64: Support DETAILED DESCRIPTION

[0090] In the following description, many technical details are provided to help readers better understand the present application. However, those skilled in the art can understand that even without these technical details and various changes and modifications based on the following embodiments, the technical solutions claimed in the claims of the present application can be implemented. In addition, the technical features involved in the various embodiments of the present invention described below can be combined with each other as long as they do not conflict with each other.

[0091] the term

[0092] As used herein, the term "aircraft" refers to flying equipment such as a drone.

[0093] As used herein, the term "motor housing" refers to a component of a drive assembly for housing an aircraft propeller.

[0094] As used herein, the term "arc-shaped" refers to a shape with an inwardly concave bending portion in the middle, and two ends bending to the same side of the bending portion, forming a "bow" shape.

[0095] As used herein, the term “air inlet” refers to an opening formed on the fuselage of an aircraft for introducing airflow.

[0096] As used herein, the term "blade" refers to a plate-like thin sheet that is arranged at the air inlet along the direction of airflow entering.

[0097] As used herein, the term "multi-angle engaging groove" refers to a groove structure that can engage with a mounting slot and / or groove for fixing at at least two different angles.

[0098] As used herein, the term "rotating stent shaft" refers to a stent shaft that is intended to be rotationally fixed.

[0099] As used herein, the term "folding angle limiting groove" refers to a groove that matches the multi-angle snap-fit ​​groove and can be fixed to the multi-angle snap-fit ​​groove at at least two different angles.

[0100] As used herein, the term "motor housing" refers to a component of a drive assembly for housing an aircraft propeller.

[0101] As used herein, the term "arc-shaped" refers to a shape with an inwardly concave bending portion in the middle, and two ends bending to the same side of the bending portion, forming a "bow" shape.

[0102] As used herein, the term “air inlet” refers to an opening formed on the fuselage of an aircraft for introducing airflow.

[0103] As used herein, the term "blade" refers to a plate-like thin sheet that is arranged at the air inlet along the direction of airflow entering.

[0104] As used herein, the term "multi-angle engaging groove" refers to a groove structure that can engage with a mounting slot and / or groove for fixing at at least two different angles.

[0105] As used herein, the term "rotating stent shaft" refers to a stent shaft that is intended to be rotationally fixed.

[0106] As used herein, the term "folding angle limiting groove" refers to a groove that matches the multi-angle snap-fit ​​groove and can be fixed to the multi-angle snap-fit ​​groove at at least two different angles.

[0107] As used herein, the term "motor housing" refers to a component of a drive assembly for housing an aircraft propeller.

[0108] As used herein, the term "arc-shaped" refers to a shape with an inwardly concave bending portion in the middle, and two ends bending to the same side of the bending portion, forming a "bow" shape.

[0109] As used herein, the term “air inlet” refers to an opening formed on the fuselage of an aircraft for introducing airflow.

[0110] As used herein, the term "blade" refers to a plate-like thin sheet that is arranged at the air inlet along the direction of airflow entering.

[0111] As used herein, the term "multi-angle engaging groove" refers to a groove structure that can engage with a mounting slot and / or groove for fixing at at least two different angles.

[0112] As used herein, the term "rotating stent shaft" refers to a stent shaft that is intended to be rotationally fixed.

[0113] As used herein, the term "folding angle limiting groove" refers to a groove that matches the multi-angle snap-fit ​​groove and can be fixed to the multi-angle snap-fit ​​groove at at least two different angles.

[0114] As used herein, the term "rotationally fixed shaft" refers to a fixed shaft that is rotationally fixed.

[0115] As used herein, the term "damping gear" refers to a gear that achieves a deceleration effect by increasing frictional resistance.

[0116] 1. Aircraft frame structure

[0117] After extensive and in-depth research, the inventor has proposed a new frame structure. Referring to the attached drawings, the frame structure mainly includes a frame body, a frame arm, a propeller assembly and a propeller protection assembly. The frame body is connected to one end of the frame arm; the propeller assembly is connected to the other end of the frame arm and the propeller protection assembly respectively. In addition, the propeller protection assembly is not only used to protect the propeller assembly, but also used as a landing gear.

[0118] More specifically, the propeller assembly further includes a motor cover for accommodating the motor, the motor cover is connected to the other end of the arm and the propeller protection assembly respectively. The height of the motor cover is set so that when the aircraft takes off and lands on the reverse side, the motor cover can serve as a landing gear to support the fuselage.

[0119] More specifically, the propeller protection assembly includes a plurality of connecting arms and a plurality of connecting frames, wherein one end of each connecting arm is connected to the motor cover and the other end is connected to the connecting frame. The propeller assembly includes blades, and one end of each connecting arm connected to the connecting frame extends downward and is connected to the connecting frame, thereby forming an accommodation space capable of protecting the blades.

[0120] According to the above frame structure, not only a protective space for the propeller assembly, especially the blades, is formed, but also a supporting structure is formed to facilitate both forward and reverse take-off and landing. Furthermore, this structure is simple and easy to manufacture.

[0121] The following is a detailed description with reference to the accompanying drawings.

[0122] like Figure 1 , Figure 6 as well as Fig.12 As shown, the frame structure of the aircraft of this embodiment includes: a fuselage 1, an arm 2, a propeller assembly 3 with blades 5 at the bottom, and a propeller protection assembly 4, wherein one end of the arm 2 is connected to the fuselage 1, and the other end is connected to the propeller assembly 3; and the propeller protection assembly 4 is used to protect the blades 5; and is also used as a landing gear, such as Figure 2 shown.

[0123] More specifically, as shown in the figure, the propeller protection assembly 4 forms a three-dimensional protection space on the outside of the blade 5, which can prevent objects from hitting the blade from the outside of the blade 5. At the same time, the lower part of the propeller protection assembly 4 can stably support the aircraft, realizing the role of the landing gear. In this way, it is conducive to reducing the overall volume and weight, and the structure is simple, easy to manufacture, and the overall manufacturing cost is low.

[0124] In this embodiment, the frame structure includes four propeller assemblies 3, which are respectively arranged on both sides of the head and the tail of the fuselage 1, and are symmetrically arranged. In other words, the four propeller assemblies 3 are symmetrically arranged at the front and rear ends of both sides of the fuselage 1. However, this embodiment is not limited to this. In other embodiments, the frame structure may include different numbers of propeller assemblies 3, for example, three or four propeller assemblies may be arranged on each side of the fuselage, and so on.

[0125] In this embodiment, the propeller assembly 3 further includes a motor cover 6 disposed on the upper part of the blade 5. The height of the motor cover 6 is greater than the height of the fuselage 1, so that when the aircraft takes off and lands on the reverse side, the motor cover 6 can serve as a landing gear to support the fuselage (such as Figure 3 , Figure 4 As shown). Furthermore, when the aircraft is flying, it may not be able to adjust its attitude in time before landing on the ground due to various reasons such as descent speed, wind speed, interference, etc. In this case, the motor cover 6 of the aircraft in this embodiment can provide the aircraft with a reverse landing gear, which can smoothly support the aircraft in an inverted state to land on the ground, and at the same time, it can also support the aircraft in this state to take off. This structure that supports both positive and negative take-off and landing enables the aircraft to have a more flexible flight capability, and can also provide better protection for the take-off and landing of the aircraft. It has a simple structure, is easy to manufacture, and has a low overall manufacturing cost.

[0126] In this embodiment, the propeller protection assembly 4 includes 8 connecting arms 7 and 2 connecting frames 8, and the connecting frames 8 are respectively located on both sides of the fuselage 1, and one end of each connecting arm 7 is connected to a motor cover 6, and the other end is connected to the connecting frame 8. More specifically, as shown in the figure, each motor cover 6 is connected to two connecting arms 7, and each connecting frame 8 is connected to all connecting arms 7 on the same side of the fuselage 1, thereby forming a protective structure for all blades 5 on one side with all connecting arms 7 on one side of the fuselage 1. It can be seen that from any side of the fuselage 1, one end of each connecting arm 7 is connected to the motor cover 6, and the other end is connected to the connecting frame 8, and the connecting arm 7 extends downward at one end close to the connecting frame 8, thereby, all the connecting arms 7 on each side of the fuselage 1 and the connecting frame 8 on this side constitute a protective structure for all blades 5, and the protective structure has high fastness and impact resistance. In this case, during the flight of the aircraft, its blades can be better protected, which prevents the impact of external objects on the blades and improves flight safety. At the same time, the protection of the propeller blades during the carrying process of the aircraft is also ensured. This is conducive to reducing the volume and weight while providing necessary protection for the propeller blades, and has a simple structure and low manufacturing cost.

[0127] As described above, in this embodiment, one end of each connecting arm 7 connected to the connecting frame 8 extends downward and is connected to the connecting frame 8, thereby forming an accommodation space capable of protecting the blades 5. Specifically, each connecting arm 7 is bent, and may be bent at a right angle, but the present invention is not limited thereto. In other embodiments, each connecting arm 7 may be bent at 120° or 130°, and the bending angle is not specifically limited, as long as each connecting arm 7 can form an accommodation space capable of protecting the blades 5 after being connected to the motor cover 6 and the connecting frame 8.

[0128] In this embodiment, as shown in the figure, the connecting frame 8 has a bent shape and is an arched structure. Specifically, the two ends of the connecting frame 8 are bent toward the fuselage 1, which is conducive to protecting the blade 5, so that the front of the blade 5 is within the protection range of the connecting frame 8, and external objects are prevented from hitting the blade 5 from the front. Further, as shown in the figure, the middle part of the connecting frame 8 has a bent portion 9, and the bent portion 9 is concave toward the fuselage 1 side. Therefore, from any side of the fuselage 1, all the connecting arms 7 connected to one motor cover 6 are located on one side of the bent portion 9, and all the connecting arms 7 connected to another motor cover 6 are located on the other side of the bent portion 9, which is conducive to strengthening the strength and impact resistance of the entire propeller protection assembly 4. Improve the protection ability of the blade 5. However, the present invention is not limited to this. In other embodiments, the connecting frame 8 can also be other shapes, for example, the connecting frame 8 can be W-shaped, or S-shaped, or linear, or the connecting frame can be bent at both ends toward the fuselage, etc. Furthermore, the connecting frame 8 may also have a plurality of bends 9, dividing the connecting frame 8 into a plurality of sections, corresponding to the case where each side of the fuselage 1 has a plurality of motor covers 6. In this case, the connecting arm connected to the same motor cover 6 may be connected to the connecting frame 8 of the same section.

[0129] In the present embodiment, each motor cover 6 is connected to two connecting arms 7 respectively. The angle range between the two connecting arms connected to each motor cover 6 is any angle between 30° and 150°, for example, 75-90°, and the best is 75°. In this case, the force decomposition effect is the best. However, the present invention is not limited to this. In other embodiments, the motor cover 6 can be connected to 1, 3 or more connecting arms 7 respectively, and the angle between adjacent connecting arms 7 can be any angle between 15-45°, preferably between 30-35°, and the best is 30°. In this case, the force decomposition effect is the best. The advantage of each motor cover 6 being connected to one connecting arm 7 is that the structure is simple and the weight is reduced. The advantage of each motor cover 6 being connected to 3 or more connecting arms 7 is that the strength is higher and the impact resistance is better.

[0130] In this embodiment, the fuselage 1, the arm 2, and the propeller protection assembly 4 are integrally formed, which is simple to manufacture and has low manufacturing cost. However, the present invention is not limited thereto, and in other embodiments, the various components may also be connected by means of buckles, screw holes, and screws.

[0131] The main advantages of the frame structure of the above aircraft include:

[0132] 1. It can adapt to different flight postures, provide a variety of take-off and landing support postures, and realize forward and reverse take-off and landing.

[0133] 2. Effectively protect propeller components, especially blade structures, with high impact resistance and safety.

[0134] 3. Small size and light weight.

[0135] 4. Simple structure, easy to manufacture and low manufacturing cost.

[0136] In summary, the above-mentioned aircraft frame structure has very broad application prospects in the aircraft field.

[0137] 2. Efficient heat dissipation hole design

[0138] After extensive and in-depth research, the inventors have proposed a new heat dissipation hole structure, in which side heat dissipation components with matching shapes are arranged on the upper surface of the fuselage, that is, on both sides of the upper cover, and an intermediate heat dissipation component is arranged in the middle part, and blades arranged in sequence are arranged in the air inlet of the above heat dissipation component. The direction of the blades is high in the front and low in the back, and the angle relative to the horizontal direction gradually decreases from the head of the fuselage to the tail direction, and is fixed by a reinforcing rod. Furthermore, the frame structure also includes a front air inlet arranged on the upper surface, which is located at the front end of the intermediate heat dissipation component. According to this structure, through the angle formed by the improved air inlet and the blade structure, the airflow is effectively utilized to fully remove the heat, so as to extend the service life of the aircraft and avoid the risk of excessive body temperature and burning chips or components. Through the above heat dissipation components, uniform and effective heat dissipation of the aircraft is effectively achieved.

[0139] This is further explained in detail below.

[0140] like Fig.11 , Fig.12 As shown, in this embodiment, the frame structure of the aircraft includes: a fuselage 1, an arm 2, and a propeller assembly 3, one end of the arm 2 is connected to the fuselage 1, and the other end is connected to the propeller assembly 3, and the upper surface of the fuselage 1, that is, the two sides of the upper cover 62 are provided with side heat dissipation components 102. In this embodiment, the surface of the fuselage 1 is provided with side heat dissipation components 102, which helps to effectively dissipate heat from the heat-generating components on both sides of the fuselage.

[0141] In this embodiment, the side heat dissipation component 102 includes a long side air inlet 106 and a blade 105 that match the side shape of the fuselage 1, wherein Fig. 9 , Fig.11As shown, the blades 105 are arranged in sequence and tilted in the side air inlet 106, and the tilt direction of the blades 105 is set so that the airflow can enter the side air inlet 106 when the aircraft is flying. In this case, the side air inlet 106 can match the shape of both sides of the fuselage 1 to the greatest extent, providing a more effective airflow inlet, and the blades 105 are arranged in sequence and tilted so that when the aircraft is flying, the direction of the airflow entering is consistent with the tilt direction of the blades 105, which not only reduces the air resistance encountered by the aircraft during flight, but also allows more wind to enter in the windward direction, thereby improving the heat dissipation efficiency. In contrast, Figure 8 , Fig.10 As shown, conventional heat dissipation holes in the prior art are vertical heat dissipation holes, which cannot effectively release the heat of the body. Long-term high-temperature flight of the aircraft will result in a short service life, and it is easy to burn out chips or components, posing safety hazards and high maintenance costs.

[0142] Furthermore, in this embodiment, the blades 105 are arranged in an inclined direction along the forward direction of the aircraft, with the front being higher and the rear being lower, wherein the head of the fuselage 1 is located at the front and the tail of the fuselage 1 is located at the rear.

[0143] In this embodiment, the angle of the blade 105 relative to the horizontal direction gradually decreases from the head of the fuselage 1 to the tail direction. In other words, the blade 105 is relatively "vertical" near the head of the fuselage 1, and gradually "lies flat" along the rear direction of the fuselage 1, which is conducive to the airflow entering the side air inlet 106 when the aircraft is flying, and can better reduce air resistance. However, the present invention is not limited to this. In other embodiments, the angle of the blade 105 relative to the horizontal direction can also be a constant value, that is, each blade 105 is parallel to each other, or the blade 105 can also adopt different angles at different positions of the side air inlet 106.

[0144] In this embodiment, the side heat dissipation component 102 further includes a reinforcing rod 104 fixedly disposed at both ends in the side air inlet 106, and the reinforcing rod 104 passes through each blade 105. The blade 105 can be more firmly disposed in the side air inlet 106 through the reinforcing rod 104, and can withstand a larger air flow pressure. In this embodiment, one reinforcing rod 104 is disposed in the side air inlet 106, but the present invention is not limited thereto, and in other embodiments, two or more reinforcing rods 104 may also be disposed.

[0145] In this embodiment, the frame structure of the aircraft further includes an intermediate heat dissipation component 101 disposed on the upper surface of the aircraft, that is, in the middle position of the upper cover 62. The intermediate heat dissipation component 101 includes an intermediate air inlet 107 and a blade 105. The blade 105 is arranged in sequence and tilted in the intermediate air inlet 107, and the tilt direction of the blade 105 is set so that the airflow can enter the intermediate air inlet 107 when the aircraft is flying. This is conducive to more effectively utilizing the airflow encountered by the aircraft during flight to dissipate heat for the heat-generating components disposed in the middle position inside the aircraft. In conjunction with the side heat dissipation components 102 on both sides, the heat dissipation effect of the heat-generating components at various positions of the entire aircraft is more perfect.

[0146] In this embodiment, the middle heat dissipation component 101 further includes a reinforcing rod 104 with both ends fixedly arranged in the middle air inlet 107, and the reinforcing rod 104 passes through each blade 105. The blade 105 can be more firmly arranged in the middle air inlet 107 through the reinforcing rod 104, and can withstand a larger air flow pressure. In this embodiment, one reinforcing rod 104 is arranged in the middle air inlet 107, but the present invention is not limited thereto. In other embodiments, two or more reinforcing rods 104 may also be arranged.

[0147] In this embodiment, the frame structure of the aircraft further includes a front air inlet 103 arranged on the upper surface of the fuselage 1. The front air inlet 103 is located at the front end of the middle heat dissipation component 101, that is, near the head of the fuselage 1. The opening direction of the front air inlet 103 is set so that the airflow can enter the front air inlet 103 when the aircraft is flying. More specifically, the local covering plate in the middle of the upper surface of the fuselage 1 near the head of the fuselage 1 extends slightly downward, so that the local covering plate and the upper surface form an opening, and the opening direction is exactly consistent with the forward direction of the aircraft, so that the airflow can enter. The setting of the front air inlet 103 can provide an integrated and more effective heat dissipation performance together with the above-mentioned side heat dissipation component 102 and the middle heat dissipation component 101, so that the heat-generating components in the aircraft fuselage 1 can be evenly cooled.

[0148] The main advantages of the above heat dissipation hole structure include:

[0149] 1. Provide better heat dissipation performance.

[0150] 2. Enhance aircraft performance and flight safety.

[0151] 3. Simple structure, easy to manufacture and low manufacturing cost.

[0152] In summary, the heat dissipation hole structure provided by the present invention has very broad application prospects in the field of aircraft.

[0153] 3. Adjustable angle antenna

[0154] After extensive and in-depth research, the inventors have proposed a new angle-adjustable antenna structure. By arranging mutually matching antenna brackets and groove components at the tail wing of the aircraft, and arranging pins with multiple bends on the inner edge of the antenna bracket, the pins can be inserted and fixed in the groove components at the tail wing at different angles. Furthermore, another fixed fulcrum is provided between the antenna bracket and the groove component through a rotating bracket shaft and a rotating bracket shaft mounting groove, so that the antenna component can be flexibly adjusted to different postures as needed, that is, the antenna can be adjusted to different angles and can be stable at the adjusted angle, so as to calmly cope with the change of communication signals of the aircraft during flight, and significantly improve the performance of the antenna in transmitting and receiving signals.

[0155] This is described in further detail below.

[0156] like Fig.12 , Fig.13 , Fig.14 , Fig.15 , Fig.16 As shown, the antenna structure in this embodiment includes: an antenna 11, an antenna bracket 12, and a groove component 22, wherein the antenna 11 is fixed on the antenna bracket 12, and the antenna bracket 12 is arranged at the tail position of the aircraft in an angle-adjustable manner through the groove component 22. In other words, the direction of the antenna 11 is also angle-adjustable, such as Fig.17 , Fig.18 and Fig.19 shown.

[0157] More specifically, in this embodiment, two multi-angle snap-fit ​​grooves 14 are provided below the antenna bracket 12 , a rotating bracket shaft 17 is provided on the multi-angle snap-fit ​​groove 14 , and the groove assembly 22 includes a rotating bracket shaft mounting groove 19 whose position and size match the rotating bracket shaft 17 .

[0158] Specifically, in this embodiment, two multi-angle engaging grooves 14 are provided below the antenna bracket 12, and a rotating bracket shaft 17 is provided on the multi-angle engaging groove 14, and the groove assembly 22 includes a rotating bracket shaft installation groove 19 whose position and size match the rotating bracket shaft 17. The antenna bracket 12 is inserted into the rotating bracket shaft installation groove 19 on the fuselage through its rotating bracket shaft 17 to achieve fixation, but it can rotate. In this case, if an external force is encountered, the antenna bracket 12 can be flipped around the rotating bracket shaft 17 at a certain angle to avoid being directly broken by the external force. At the same time, the rotating bracket shaft 17 can still remain embedded in the rotating bracket shaft installation groove 19. In other words, the antenna bracket 12 can be loosely set in the rotating bracket shaft installation groove 19 at the tail position of the aircraft through the rotating bracket shaft 17.

[0159] In this embodiment, the multi-angle engaging groove 14 is provided with a first pin 15 and a second pin 16, and the fuselage of the aircraft is provided with a main body engaging and fixing groove 21 and a folding angle limiting groove 18 that match the positions and sizes of the first pin 15 and the second pin 16. The first pin 15 and the second pin 16 can be inserted into the main body engaging and fixing groove 21 and the folding angle limiting groove 18 respectively.

[0160] In this embodiment, the first pin 15 and the second pin 16 form at least two grooves that engage at different angles. Specifically, two bending portions are provided on the inner edges of the first pin 15 and the second pin 16, so that the first pin 15 and the second pin 16 can engage with the main body engaging fixing groove 21 and the folding angle limiting groove 18 at different angles. In other words, since the first pin 15 and the second pin 16 are provided with two bending portions on the inner edges, when the first pin 15 and the second pin 16 engage with the main body engaging fixing groove 21 and the folding angle limiting groove 18 at different angles, the posture of the antenna bracket 12 is different, and thus the direction of the antenna 11 is different, so it can flexibly adapt to flight states of different angles, so that the performance of the antenna is better. Although two bending portions are provided on the inner edges of the first pin 15 and the second pin 16 in this embodiment, the present invention is not limited thereto. In other embodiments, three or more bending portions may be provided on the inner edges of the first pin 15 and the second pin 16, so that the antenna 11 can be adjusted to more different angles.

[0161] In this embodiment, the antenna 11 is a sheet antenna, but the present invention is not limited thereto. In other embodiments, the antenna 11 may also be other types of antennas, such as a linear antenna, a helical antenna, and the like.

[0162] In this embodiment, an antenna slot 13 is provided on the antenna bracket 12 for accommodating the antenna 11. The tail position is the tail position of the aircraft.

[0163] The main advantages of the above antenna structure include:

[0164] 1. The performance of the antenna transmitting and receiving signals is significantly improved.

[0165] 2. Simple structure, easy to manufacture and low manufacturing cost.

[0166] In summary, the antenna structure provided by the present invention significantly improves the ability of the antenna to transmit and receive signals, and has a simple structure and low manufacturing cost, so it has very broad application prospects in the field of aircraft.

[0167] 4. Anti-breakage antenna structure

[0168] After extensive and in-depth research, the inventors have proposed a new anti-breakage antenna structure. Specifically, the antenna bracket is partially releasably arranged on the aircraft through a groove assembly arranged at the tail position of the aircraft. For example, by rotating the bracket shaft and the rotating bracket shaft installation groove located at the tail position, the antenna bracket can be flipped along the rotating bracket shaft when encountering external force collision or impact, so that the first pin and the second pin inserted in the folding angle limit groove and the main body clamping and fixing groove can be loosened, that is, the multi-angle clamping groove and the groove assembly can be loosened, but the rotating bracket shaft can still be rotatably connected to the rotating bracket shaft installation groove, thereby avoiding direct action with external forces and achieving the anti-breakage technical effect of partial loosening but overall still connected.

[0169] This is described in further detail below.

[0170] like Figure 13-16 As shown, in this embodiment, the aircraft also includes an antenna structure that is resistant to breakage. The antenna structure includes: an antenna 11, an antenna bracket 12, and a groove assembly 22 arranged on the fuselage of the aircraft, wherein the antenna 11 is fixed to the antenna bracket 12, and the antenna bracket 12 can be loosely arranged at the tail position of the aircraft through the groove assembly 22, as shown in FIG. Fig. 20 and Fig.21 shown.

[0171] Specifically, in this embodiment, two multi-angle engaging grooves 14 are provided below the antenna bracket 12, and a rotating bracket shaft 17 is provided on the multi-angle engaging groove 14, and the groove assembly 22 includes a rotating bracket shaft installation groove 19 whose position and size match the rotating bracket shaft 17. The antenna bracket 12 is inserted into the rotating bracket shaft installation groove 19 on the fuselage through its rotating bracket shaft 17 to achieve fixation, but it can rotate. In this case, if an external force is encountered, the antenna bracket 12 can be flipped around the rotating bracket shaft 17 at a certain angle to avoid being directly broken by the external force. At the same time, the rotating bracket shaft 17 can still remain embedded in the rotating bracket shaft installation groove 19. In other words, the antenna bracket 12 can be loosely set in the rotating bracket shaft installation groove 19 at the tail position of the aircraft through the rotating bracket shaft 17.

[0172] In this embodiment, the multi-angle engaging groove 14 is provided with a first pin 15 and a second pin 16, and the fuselage of the aircraft is provided with a main body engaging and fixing groove 21 and a folding angle limiting groove 18 that match the positions and sizes of the first pin 15 and the second pin 16. The first pin 15 and the second pin 16 can be respectively inserted into the main body engaging and fixing groove 21 and the folding angle limiting groove 18, which plays a further fixing role.

[0173] Furthermore, in the present embodiment, the first pin 15 and the second pin 16 form at least two grooves that engage at different angles. Specifically, two bending portions are provided on the inner edges of the first pin 15 and the second pin 16, so that the first pin 15 and the second pin 16 can engage with the main body engaging fixing groove 21 and the folding angle limiting groove 18 at different angles. In other words, since the first pin 15 and the second pin 16 are provided with two bending portions on the inner edges, when the first pin 15 and the second pin 16 engage with the main body engaging fixing groove 21 and the folding angle limiting groove 18 at different angles, the posture of the antenna bracket 12 is different, and thus the direction of the antenna 11 is different, so it can flexibly adapt to the flight state of different angles, so that the performance of the antenna is better. Although two bending portions are provided on the inner edges of the first pin 15 and the second pin 16 in this embodiment, the present invention is not limited thereto. In other embodiments, three or more bending portions may be provided on the inner edges of the first pin 15 and the second pin 16, so that the antenna 11 can be adjusted to more different angles.

[0174] In this embodiment, the antenna 11 is a sheet antenna, but the present invention is not limited thereto. In other embodiments, the antenna 11 may also be other types of antennas, such as a linear antenna, a helical antenna, and the like.

[0175] In this embodiment, an antenna slot 13 is provided on the antenna bracket 12 for accommodating the antenna 11. The tail position is the tail position of the aircraft.

[0176] The above-mentioned anti-breakage antenna structure has the following main advantages:

[0177] 1. Has stronger impact resistance.

[0178] 2. Easy maintenance and low maintenance cost.

[0179] 3. Simple structure, easy to manufacture and low manufacturing cost.

[0180] In summary, the antenna structure provided by the present invention significantly improves the ability of the antenna to transmit and receive signals, and has a simple structure and low manufacturing cost, so it has very broad application prospects in the field of aircraft.

[0181] 5. Circuit board stacking

[0182] After extensive and in-depth research, the inventor has proposed a new stacking structure for fixing the image board, main control board and battery in the aircraft, as well as the camera, on the frame body in a stacked manner, wherein the camera is placed in front. This arrangement can further reduce the overall thickness of the stacking structure, making the fuselage as a whole thinner, lowering the center of gravity of the entire fuselage, and concentrating the center of gravity, thereby improving flight stability and maneuverability.

[0183] This is described in further detail below.

[0184] like Figure 5 , Figure 6 , Figure 7 , Fig. 22 As shown, in this embodiment, the stacked structure of the aircraft includes: a frame body 611, an image board 51, a main control board 52, and a battery 53, wherein the image board 51, the main control board 52 and the battery 53 are fixed to the fuselage 1 of the aircraft, that is, the frame body 611, in a stacked manner.

[0185] Specifically, the image board 51 is a circuit board for image processing. The main control board 52 can also be called a main circuit board, and is provided with joints for the processor, memory, and external devices to be joined. Usually, these components can be directly inserted into slots or connected by lines.

[0186] By stacking up and down, the image board 51, the main control board 52, and the battery 53 are centrally arranged, which has the advantages of reducing the volume and concentrating the center of gravity of the aircraft, thereby further improving the flight performance.

[0187] In this embodiment, the image board 51, the main control board 52 and the battery 53 are fixed to the fuselage 1 of the aircraft, that is, the frame body 611, by screws and screw holes in a stacked manner. For example, screw holes can be set at corresponding positions on the main control board 52, so that the image board 51 and the battery 53 can be fixed to the main control board 52 by screws. However, the present invention is not limited to this. In other embodiments, the image board 51, the main control board 52 and the battery 53 can also be fixed to the frame body 611 of the aircraft in a stacked manner by buckles, or plug-ins and sockets.

[0188] In this embodiment, the image board 51 and the main control board 52 are arranged on the upper side of the frame body 611, and the battery 53 is arranged on the lower side of the frame body 611. This method is conducive to providing a safer accommodation space for the image board 51, the main control board 52 and the battery 53, reducing the probability of being impacted during flight and ensuring flight safety. However, the present invention is not limited to this. The image board 51, the main control board 52 and the battery 53 can be stacked in sequence or in any order. They can all be stacked on the upper side of the frame body 611, or some can be stacked on the upper side of the frame body 611 and some can be stacked on the lower side of the frame body 611.

[0189] If the image board 51 , the main control board 52 and the battery 53 are stacked in sequence, and the battery 53 is located below the image board 51 and the main control board 52 , it is beneficial to improve the flight stability, and the battery 53 can be easily installed and removed.

[0190] In this embodiment, the stacked structure further includes a camera 54, wherein the camera 54 is arranged on the front side of the image board 51, the main control board 52 and the battery 53, that is, arranged on the front side of the frame body 611. In other words, the camera 54 is arranged on the front side of the fuselage 1 of the aircraft. This arrangement can further reduce the thickness of the stacked structure, so that the fuselage as a whole can be made thinner, lower the center of gravity of the fuselage as a whole, and improve flight stability and maneuverability. More specifically, the camera 54 can be rotatably connected to the frame body 611 by screws, or can be connected by means such as snaps.

[0191] In this embodiment, the camera 54 includes a connection line for electrically connecting to the image board 51 to transmit image signals and other information. However, the present invention is not limited thereto, and in other embodiments, the camera 54 may also be fixed to the image board 51 by a mounting bracket.

[0192] In this embodiment, the stacked structure further includes an upper cover 62, which is stacked on the upper side of the frame body 611 to form a space for accommodating the image board 51 and the main control board 52 with the frame body 611. In this embodiment, the upper cover 62 is fixed to the upper side of the frame body 611 by screws, but the present invention is not limited thereto. In other embodiments, the upper cover 62 may also be provided by means of buckles, plug-ins, and jacks.

[0193] The main advantages of the above stacked structure include:

[0194] 1. The overall body is made thinner.

[0195] 2. Make the center of gravity more centralized and lower the overall center of gravity of the fuselage, thus improving flight stability and maneuverability.

[0196] 3. Simple structure, easy to manufacture and low manufacturing cost.

[0197] In summary, the stack structure provided by the present invention has very broad application prospects in the field of aircraft.

[0198] 6. Adjust the lens angle

[0199] After extensive and in-depth research, the inventor has proposed a new lens angle adjustment structure, which has a higher utilization rate of the space structure through the mutual cooperation and connection of the frame, the lens, and the upper cover of the fuselage. In this structure, a rotation positioning shaft is provided on both sides of the lens, and the lens is rotatably connected to the support member through the rotation positioning shaft. Specifically, on the one hand, the support member provided on the frame is rotatably connected to the rotation positioning shaft, so that the lens can adjust the angle by rotating the rotation positioning shaft relative to the support member. At the same time, the rotation positioning shaft is further fixedly connected to the upper cover of the fuselage to serve as a fixed connection member between the two, thereby making the structure more reasonable, thereby saving the structural space of the fuselage and making the overall structure smaller. In addition, a damping gear is provided on the contact surface of the rotation positioning shaft and the support member, so that the lens connected to the support member in the above manner can achieve angle adjustment conveniently and finely, and it is easier to maintain the adjusted angle of the lens during the flight of the aircraft.

[0200] The angle adjustment structure of the lens is further described below in conjunction with the accompanying drawings.

[0201] like Fig.23 , 24 As shown in Figures 25, in this embodiment, the lens angle adjustment structure includes: a lens 54 and a support member 64 for supporting the lens 54, wherein rotation positioning shafts 63 are provided on both sides of the lens 54, and the lens 54 is rotatably connected to the support member 64 through the rotation positioning shafts 63. Specifically, the rotation positioning shafts 63 provided on both sides of the lens 54 are rotatably provided on the support member 64, thereby, the angle of the lens 54 can be adjusted by rotating the rotation positioning shafts 63 relative to the support member 64, thereby realizing the lens angle adjustment function through a relatively simpler structure, and this structure effectively reduces the structural space of the aircraft and reduces the overall volume.

[0202] Further, as described above, the lens 54 realizes angle adjustment by the relative rotation of the rotation positioning shaft 63 and the support member 64. In this case, the adjustment is the up and down rotation angle of the lens 54. However, the present invention is not limited to this. In other embodiments, the lens 54 further includes a fixing ring. After the rotation positioning shaft 63 is fixedly connected to both sides of the fixing ring, it is rotatably connected to the support member 64. At the same time, the upper and lower ends of the lens 54 are rotatably connected to the fixing ring through the second rotation axis. In this case, the lens 54 can not only adjust the up and down angle around the rotation positioning shaft 63, but also adjust the left and right angle through the second rotation axis.

[0203] In this embodiment, the support member 64 is integrally formed and arranged on the aircraft frame 61. However, the present invention is not limited thereto, and in other embodiments, the support member 64 may also be arranged on the aircraft frame 61 by means of screws and screw holes, plugs and sockets, or snaps.

[0204] In this embodiment, the support member 64 is connected to the upper cover 62 of the aircraft. More specifically, the front end of the upper cover 62 is provided with an area for accommodating the lens 54, and the size and shape of the area can match the size of the lens 54 and the shooting angle requirements when rotating. In this case, through the support member 64, it is possible to achieve both the rotatable connection support of the lens 54 and the fixed connection between the frame 61 and the upper cover 62, further reducing the structural space required for the aircraft and making the aircraft smaller.

[0205] In this embodiment, the support member 64 is provided with a through hole, and the upper cover 62 is correspondingly provided with a screw hole, and the support member 64 and the upper cover 62 are fixedly connected through the through hole, the screw hole, and the screw. However, the present invention is not limited thereto, and in other embodiments, the support member 64 and the upper cover 62 may also be fixedly connected through a plug-in and a jack, or a buckle, or other methods, which will not be described in detail here.

[0206] In the present embodiment, a notch whose position, shape and size match the rotation and positioning shaft 63 is provided on the support member 63, and the rotation and positioning shaft 64 is rotatably disposed in the notch. In this case, the lens 54 can be conveniently installed and disassembled. However, the present invention is not limited thereto. In other embodiments, a through hole whose position, shape and size match the rotation and positioning shaft 63 can also be provided on the support member 63, and the rotation and positioning shaft 64 can be rotatably disposed in the through hole. Alternatively, a recess whose position, shape and size match the rotation and positioning shaft 63 can also be provided on the support member 63, so that the two ends of the rotation and positioning shaft 64 can be rotatably embedded and fixed in the recess, etc., which will not be described in detail here.

[0207] In this embodiment, a damping gear is provided on the surface of the rotation positioning shaft 63 to generate damping with the notch or through-hole surface of the support member 64. In this case, not only can the angle of the lens 54 be finely adjusted more conveniently, but also the angle of the lens 54 can be more easily maintained during the flight or carrying of the aircraft without sliding or shifting. However, the present invention is not limited to this. In other embodiments, a damping gear can also be provided on the surface of the notch or through-hole to generate damping with the surface of the rotation positioning shaft 63, which can also facilitate fine adjustment of the angle and effectively maintain the angle, which will not be described in detail here.

[0208] The above lens angle adjustment structure has the following advantages:

[0209] 1. The structural space layout is more reasonable and effective, and the overall size of the aircraft is smaller.

[0210] 2. The lens can be easily installed and removed, and can be adjusted freely and finely, and can maintain the stability of the adjustment angle during the flight and carrying of the aircraft.

[0211] 3. The structure is the most simplified, easy to manufacture and low in manufacturing cost.

[0212] In summary, the lens angle adjustment structure provided by the present invention has very broad application prospects in the field of aircraft.

[0213] It should be noted that the various new improvements proposed in the present invention can be implemented independently or in combination with each other, and can also be combined into a new aircraft structure. The various technical features can also be used in combination with each other, which will not be elaborated here.

[0214] It should be noted that all documents mentioned in the present invention are cited as references in this application, just as each document is cited as reference separately. In addition, it should be understood that after reading the above teachings of the present invention, those skilled in the art can make various changes or modifications to the present invention, and these equivalent forms also fall within the scope defined by the claims attached to this application.

[0215] Furthermore, in the claims and specification of this patent, relational terms such as first and second, etc., are used only to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "include", "comprise" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, the elements defined by the sentence "including one" do not exclude the existence of other identical elements in the process, method, article or device including the elements. In the claims and specification of this patent, if it is mentioned that an action is performed according to an element, it means that the action is performed at least according to the element, which includes two situations: performing the action only according to the element, and performing the action according to the element and other elements.

[0216] While the present invention has been shown and described with reference to certain preferred embodiments thereof, it will be understood by those skilled in the art that various changes in form and details may be made therein without departing from the spirit and scope of the invention.

Claims

1. A frame structure of an aircraft, characterized in that: It comprises: a frame body (61), a frame arm (2), a propeller assembly (3), and a propeller protection assembly (4), wherein: The frame body (61) is connected to one end of the arm (2), and a heat dissipation component is provided on the upper surface of the frame body (61), including a side heat dissipation component (102) and a middle heat dissipation component (101), wherein the side heat dissipation components (102) are arranged on both sides of the fuselage, and include side air inlets (106) matching the shape of the fuselage and obliquely arranged blades (105), wherein the blades (105) are arranged in an oblique direction with the front higher and the rear lower along the forward direction of the aircraft, wherein the head position of the frame body (61) is the front , the tail position of the frame body (61) is rearward, and the angle of the blade (105) relative to the horizontal direction gradually decreases from the head to the tail direction of the frame body (61) to optimize airflow entry and reduce flight resistance; and the middle heat dissipation component (101) is arranged on the middle upper surface of the frame body (61), including a middle air inlet (107) and obliquely arranged blades (105), which are used to dissipate heat generated by internal heat-generating components through an improved air inlet structure and blade angle during flight; The propeller assembly (3) is respectively connected to the other end of the machine arm (2) and the propeller protection assembly (4); the propeller assembly (3) comprises a motor cover (6) for accommodating a motor, and the motor cover (6) is respectively connected to the other end of the machine arm (2) and the propeller protection assembly (4); and The propeller protection assembly (4) is used to protect the propeller assembly (3) and is also used as a landing gear; the propeller protection assembly (4) comprises a plurality of connecting arms (7) and a plurality of connecting frames (8), one end of each connecting arm (7) is connected to the motor cover (6), and the other end is connected to the connecting frame (8); each connecting frame (8) is arched; a bent portion (9) is provided at the middle portion of each connecting frame (8), the bent portion (9) is concave toward the side of the frame body (61), and, viewed from any side of the frame body (61), all the connecting arms (7) connected to the motor cover (6) are located on one side of the bent portion (9), and all the connecting arms (7) connected to another motor cover (6) are located on the other side of the bent portion (9), so as to enhance the strength and impact resistance of the entire propeller protection assembly (4).

2. The frame structure of the aircraft according to claim 1, characterized in that: The height of the motor cover (6) is set so that when the aircraft takes off and lands on the reverse side, the motor cover (6) can serve as a landing gear and support the fuselage.

3. The frame structure of the aircraft according to claim 2, characterized in that: The propeller assembly (3) comprises blades (5), and One end of each connecting arm (7) connected to the connecting frame (8) extends downwards and is connected to the connecting frame (8), thereby forming an accommodating space capable of protecting the blade (5).

4. The aircraft frame structure according to claim 2, characterized in that: Each of the motor covers (6) is respectively connected to two connecting arms (7).

5. The aircraft frame structure according to claim 2, characterized in that: The angle between two adjacent connecting arms ranges from 30° to 150°.

6. The aircraft frame structure according to claim 1, characterized in that: The frame body (61), the frame arm (2), and the propeller protection assembly (4) are integrally formed.

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