Aircraft and control method thereof

Abstract

The present invention discloses an aircraft and a control method thereof. It comprises: a fuselage; a plurality of primary ducts, respectively connected to the fuselage; a plurality of secondary ducts, arranged one by one below the primary ducts, the diameter of the secondary ducts being smaller than the diameter of the primary ducts; and a plurality of second connecting devices, connecting the secondary ducts to the fuselage one by one, the second connecting devices being used to enable the secondary ducts to rotate three-dimensionally within the upper hemisphere; wherein the primary ducts and the secondary ducts are arranged coaxially and counter-rotatingly. The secondary ducts can point to all directions of the upper hemisphere in space, so that the secondary ducts can realize three-dimensional vector rotation; the control accuracy of the secondary ducts is improved, the aircraft is more maneuverable, the aircraft is more flexible in control, and the maneuverability of the aircraft is improved to meet the take-off and landing and flight requirements in a variety of complex environments.

Description

Technical Field

[0001] The present invention belongs to the field of aviation technology, and in particular relates to an aircraft and a control method thereof. Background Art

[0002] Existing UAV systems have the advantages of low cost and flexible take-off and landing. They can be loaded with supporting mission payloads to achieve a variety of flight missions and have a wide range of applications, especially electric-driven rotor UAVs, which are more widely used.

[0003] However, existing electric-drive rotorcraft UAVs still have many problems in their application, the most prominent of which is poor maneuverability, which cannot meet the take-off and landing and flight requirements in various complex environments such as low-altitude reconnaissance, emergency rescue, logistics distribution, and environmental monitoring. Summary of the invention

[0004] (I) Purpose of the invention

[0005] The object of the present invention is to provide an aircraft and a control method thereof to solve the above-mentioned problems.

[0006] (II) Technical solution

[0007] In order to solve the above problems, a first aspect of the present invention provides an aircraft, comprising:

[0008] Body;

[0009] A plurality of primary ducts are respectively connected to the machine body;

[0010] a plurality of secondary ducts, arranged one by one below the primary duct, wherein the diameter of the secondary duct is smaller than the diameter of the primary duct; and

[0011] A plurality of second connection devices, connecting the secondary ducts to the body in a one-to-one correspondence, the second connection devices being used to enable the secondary ducts to rotate three-dimensionally within the upper hemisphere;

[0012] Wherein, the primary duct and the secondary duct are coaxially arranged to rotate in opposite directions.

[0013] In an optional embodiment, the second connecting device includes a first connecting arm, a second connecting arm and a base, the base is fixed to the body, one end of the second connecting arm is fixed to the base, the other end of the second connecting arm is hinged to the first connecting arm, and the first connecting arm is connected to the secondary duct.

[0014] The second connecting arm is arranged along the horizontal axis of the body, and one end of the second connecting arm can rotate relative to the other end around the axial direction of the second connecting arm, and the first connecting arm can swing around the longitudinal axis of the body.

[0015] In an optional embodiment, corresponding third drive motors and gear transmission mechanisms are respectively installed in the first connecting arm and the second connecting arm. The third drive motor in the second connecting arm is used to drive one end of the second connecting arm to rotate relative to the other end around the axial direction of the second connecting arm, and the third drive motor in the first connecting arm is used to drive the first connecting arm to swing around the longitudinal axis of the body.

[0016] In an optional embodiment, the first connecting arm is a hollow structure.

[0017] In an optional embodiment, one end of the first connecting arm is connected to the secondary duct, and the other end of the first connecting arm is provided with a connecting ear structure, and the connecting ear structure is hinged to one end of the second connecting arm.

[0018] In an optional embodiment, the aircraft further includes a first connecting device, which connects the primary duct to the fuselage, and the first connecting device is suitable for tilting the primary duct toward the front and rear directions of the fuselage.

[0019] In an optional embodiment, a primary fan is provided in the primary duct; there are two primary ducts, the first connecting device is a shaft structure, the first connecting device passes through the machine body in a transverse direction, and the two primary ducts are arranged at both ends of the first connecting device.

[0020] The aircraft also includes:

[0021] A first driving motor is connected to the first-stage fan, and the first driving motor is used to drive the first-stage fan to rotate;

[0022] a main shaft seat, disposed in the primary duct, the first drive motor being mounted on the main shaft seat, and the main shaft seat being connected to the shaft end of the first connecting device; and

[0023] A plurality of fixed beams are arranged around the main shaft seat, and the fixed beams connect the main shaft seat with the primary duct.

[0024] In an optional embodiment, the aircraft is an unmanned aerial vehicle, and the cabin of the body is divided into two layers, an upper layer and an lower layer, by a floor, a battery is arranged under the floor, a payload compartment is arranged at the front of the aircraft on the floor, an equipment compartment is arranged at the tail of the aircraft on the floor, a support structure is arranged between the payload compartment and the equipment compartment, the support structure is used to support the first connecting device, a fourth drive motor is arranged near the support structure, a gear transmission device is arranged between the fourth drive motor and the first connecting device, and the fourth drive motor, the gear transmission device and the first connecting device are connected in sequence.

[0025] According to another aspect of the present invention, there is provided an aircraft control method for controlling the aircraft, comprising:

[0026] Controlling the plurality of the second connection devices so that the corresponding plurality of the secondary ducts simultaneously perform pitch motions around the transverse axis of the body toward the same side, so that the aircraft moves forward or backward;

[0027] Controlling the corresponding second connecting device to make the secondary ducts on the left and right sides of the fuselage pitch in opposite directions around the horizontal axis of the fuselage, so that the aircraft yaws to the left or to the right;

[0028] The speed difference of the secondary fans on the left and right sides of the aircraft body is increased to make the aircraft roll to the left or to the right.

[0029] In an optional embodiment, the primary ducts on the left and right sides of the aircraft are symmetrically arranged and are suitable for tilting toward the front and rear directions of the aircraft body.

[0030] The primary ducts and the secondary ducts on the left and right sides of the aircraft are controlled to simultaneously perform pitch motions toward the same side around the horizontal axis of the body, so that the aircraft moves forward or backward.

[0031] (III) Beneficial effects

[0032] The above technical solution of the present invention has the following beneficial technical effects:

[0033] The secondary duct can point to all directions of the upper hemisphere in space, so that the secondary duct can realize three-dimensional vector rotation, thereby controlling the aircraft to perform corresponding hovering, forward flight, yaw, and roll; moreover, the present invention completely relies on the primary duct and the secondary duct arranged coaxially up and down to provide thrust and lift for the aircraft, and reducing the diameter of the secondary duct can reduce the overall structural weight of the secondary duct and the secondary fan, thereby reducing the difficulty of the second connecting device to control the rotation of the secondary duct, so that the secondary duct is easier to control and rotate; in addition, by utilizing the advantage that the diameter of the secondary duct is smaller than the diameter of the primary duct, the secondary duct can always remain in the wake of the primary fan no matter how it rotates, and by utilizing the flow field characteristics of the wake of the primary fan with contraction and acceleration, the flight efficiency of the secondary fan can be improved through reasonable design, so that the secondary fan has a higher efficiency at a certain incoming flow speed.

[0034] This improves the control accuracy of the secondary duct, making the aircraft more maneuverable, making the aircraft more flexible, and improving the maneuverability of the aircraft. This can meet the needs of use in various complex environments such as low-altitude reconnaissance, emergency rescue, logistics distribution, and environmental monitoring. BRIEF DESCRIPTION OF THE DRAWINGS

[0035] Figure 1 is a structural schematic diagram of the aircraft according to a specific embodiment of the present invention;

[0036] Figure 2 is another structural schematic diagram of the aircraft according to a specific embodiment of the present invention;

[0037] Figure 3 is a schematic structural diagram of the interconnection of the secondary duct, the secondary fan and the second connecting device according to a specific embodiment of the present invention;

[0038] Figure 4 is a schematic structural diagram of the second connecting device according to a specific embodiment of the present invention;

[0039] Figure 5 is a structural schematic diagram of the secondary duct according to a specific embodiment of the present invention;

[0040] Figure 6 is a schematic side view of the body of a specific embodiment of the present invention;

[0041] Figure 7 It is a schematic diagram of the structure inside the body of a specific embodiment of the present invention.

[0042] Reference numerals:

[0043] 100 fuselage, 110 floor, 120 battery, 130 payload compartment, 140 equipment compartment, 150 support structure, 210 first-level duct, 220 first-level fan, 310 second-level duct, 320 second-level fan, 400 second connecting device, 410 first connecting arm, 420 second connecting arm, 430 base, 440 connecting ear structure, 500 landing gear, 610 first connecting device, 620 main shaft seat, and 630 multiple fixed beams. DETAILED DESCRIPTION

[0044] In order to make the purpose, technical scheme and advantages of the present invention clearer, the present invention is further described in detail below in conjunction with specific embodiments and with reference to the accompanying drawings. It should be understood that these descriptions are only exemplary and are not intended to limit the scope of the present invention. In addition, in the following description, the description of well-known structures and technologies is omitted to avoid unnecessary confusion of the concept of the present invention.

[0045] The accompanying drawings show schematic diagrams of layer structures according to embodiments of the present invention. These figures are not drawn to scale, and some details are magnified and some details may be omitted for the purpose of clarity. The shapes of various regions and layers shown in the figures and the relative sizes and positional relationships therebetween are only exemplary, and may deviate in practice due to manufacturing tolerances or technical limitations, and those skilled in the art may additionally design regions / layers with different shapes, sizes, and relative positions according to actual needs.

[0046] Obviously, the described embodiments are only some embodiments of the present invention, but not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0047] In addition, the technical features involved in the 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] The present invention will be described in more detail below with reference to the accompanying drawings. In each of the accompanying drawings, the same elements are represented by similar reference numerals. For the sake of clarity, the various parts in the accompanying drawings are not drawn to scale.

[0049] Existing components that are not related to the improvement points of the present invention will be briefly introduced or not introduced at all, while the focus will be on introducing the components that are improved compared to the prior art.

[0050] In addition, it should be noted that the X-axis marked in the figure can be used to indicate the longitudinal axis direction of the aircraft, that is, the front and rear direction of the aircraft, the Y-axis marked in the figure can be used to indicate the lateral axis direction of the aircraft, that is, the left and right direction of the aircraft, and the Z-axis marked in the figure can be used to indicate the vertical direction of the aircraft, that is, the up and down direction of the aircraft, and the X, Y, and Z axes marked in the figure are only used to assist in explanation and do not play any limiting role.

[0051] See also Figures 1 to 4 The present invention aims to protect an aircraft, including: a body 100, a primary duct 210, a secondary duct 310 and a second connecting device 400.

[0052] The primary duct 210 is arranged around the body 100, a primary fan 220 is arranged in the primary duct 210, and the primary duct 210 is connected to the body 100; the secondary duct 310 is arranged below the primary duct 210, the diameter of the secondary duct 310 is smaller than the diameter of the primary duct 210, and a secondary fan 320 is arranged in the secondary duct 310; the second connecting device 400 connects the secondary duct 310 to the body 100, and the second connecting device 400 can make the secondary duct 310 rotate three-dimensionally around the body 100 in the upper hemisphere; wherein, the primary duct 210 and the secondary duct 310 are coaxially arranged to rotate in opposite directions.

[0053] It should be noted that, in an embodiment of the present invention, the plurality of primary ducts 210 may be an even number or an odd number, and these primary ducts 210 may be evenly distributed around the fuselage 100, or these primary ducts 210 may be symmetrically arranged on the left and right sides or the front and rear sides of the fuselage 100. Therefore, the specific arrangement of the primary ducts 210 depends on the design requirements of the aircraft.

[0054] In addition, it should be noted that the second connecting device 400 here can make the secondary duct 310 rotate three-dimensionally around the body 100 in the upper hemisphere. The second connecting device 400 can make the secondary duct 310 rotate around the horizontal axis of the body 100, that is, the Y axis, and then the second connecting device 400 makes the secondary duct 310 rotate around the longitudinal axis of the body 100, that is, the X axis. The superposition of the effects of the aforementioned rotation around the longitudinal and transverse axes can make the secondary fan 320 in the secondary duct 310 point to all directions of the upper hemisphere.

[0055] Therefore, this rotation method can be used as needed, including the second connecting device 400 causing the secondary duct 310 to rotate "simultaneously" around the horizontal axis and the vertical axis of the body 100 and maintain it at the set position, and also includes the second connecting device 400 causing the secondary duct 310 to rotate around one of the "horizontal axis or vertical axis" of the body 100 and maintain it at the set position.

[0056] In addition, it should be noted that the inner diameter size of the primary duct 210 in the present invention is consistent with the rotation diameter of the primary fan 220, so that when the primary fan 220 is installed in the primary duct 210, there is a gap between the primary fan 220 and the inner wall of the primary duct 210; similarly, the inner diameter size of the secondary duct 310 is consistent with the rotation diameter of the secondary fan 320, so that when the secondary fan 320 is installed in the secondary duct 310, there is a gap between the secondary fan 320 and the inner wall of the secondary duct 310.

[0057] In addition, a landing gear 500 is provided at the bottom of the aircraft in this embodiment.

[0058] In this embodiment, the secondary duct 310 can point to all directions of the upper hemisphere in space, so that the secondary duct can achieve three-dimensional vector rotation, thereby controlling the aircraft to perform corresponding hovering, forward flight, yaw, and roll; the diameter of the secondary duct 310 is smaller than the diameter of the primary duct 210, and the primary duct 210 and the secondary duct 310 are coaxially arranged to rotate in opposite directions, so that the secondary fan 320 is located at the wake of the primary fan 220, and the wake of the primary fan 220 has a flow field characteristic of contraction acceleration; therefore, in order to utilize the wake speed of the primary fan 220, the diameters of the secondary duct 310 and the secondary fan 320 are reduced, so that the diameters of the secondary duct 310 and the secondary fan 320 are smaller than the primary duct 210, so that the wake of the primary fan 220 can completely cover the secondary duct 310, thereby improving the flight efficiency of the secondary fan 320. The secondary fan 320 has a higher efficiency at a certain incoming flow speed.

[0059] More importantly, reducing the diameter of the secondary duct 310 can reduce the overall structural weight of the secondary duct 310 and the secondary fan 320, thereby reducing the difficulty of the second connecting device 400 in controlling the rotation of the secondary duct 310, so that the secondary duct 310 is easier to be controlled and rotated. In addition, by taking advantage of the fact that the diameter of the secondary duct 310 is smaller than the diameter of the primary duct 210, the secondary duct 310 can point to all directions of the upper hemisphere in space, so that the secondary duct can achieve three-dimensional vector rotation. No matter how the secondary duct 310 rotates, it always remains in the wake of the primary fan 220, thereby improving the control accuracy of the secondary duct 310, thereby making the aircraft more controllable, thereby improving the control flexibility of the aircraft and making the aircraft more maneuverable.

[0060] In addition, the aircraft of the present invention utilizes the coaxial counter-rotating arrangement of the primary duct 210 and the secondary duct 310, so that the primary fan 220 and the secondary fan 320 form a counter-rotating propeller arrangement, and are combined with the corresponding primary duct 210 and the secondary duct 310 to form a stable and efficient coaxial counter-rotating double-duct fan structure, so that the high thrust performance of the coaxial propeller can be brought into play, and at the same time, the primary duct 210 arranged outside the primary fan 220 and the secondary duct 310 arranged outside the secondary fan 320 are utilized to avoid the problem of limiting the efficiency improvement by simply using the tip vortex generated at the tip of the counter-rotating propeller power unit, and affecting the safety of the surrounding area during the take-off and landing of the aircraft, thereby increasing the thrust of the aircraft power unit, improving the flight efficiency and overall efficiency of the aircraft, and ensuring the safety of the surrounding area of ​​the aircraft during take-off and landing.

[0061] The second connecting device 400 is suitable for rotating the secondary duct 310 around at least one of the transverse axis and the longitudinal axis of the fuselage 100 and maintaining it at a set position, so that the secondary duct 310 can rotate around the transverse axis and the longitudinal axis of the fuselage 100 at the same time, thereby forming a superposition of rotation effects, so that the secondary fan 320 in the secondary duct 310 can point to various directions of the upper hemisphere in space, so that the secondary duct 310 can achieve three-dimensional vector rotation, thereby controlling the aircraft to perform corresponding hovering, forward flight, yaw, and roll. The specific operation and control are detailed in the following embodiments and will not be repeated here.

[0062] Moreover, in this embodiment, the thrust and lift of the aircraft are provided entirely by the primary duct 210 and the secondary duct 310 which are coaxially arranged up and down, and no wing structure is used, thereby greatly reducing the external space occupied by the aircraft, thus making the entire aircraft structure compact.

[0063] Therefore, compared with existing UAVs, this UAV utilizes the structural characteristics of the coaxial counter-rotating ducted fan and gives full play to the efficiency advantages of the primary and secondary ducts to achieve the advantages of compact fuselage structure, high operating efficiency, large thrust, strong maneuverability, good load performance, etc., to meet the take-off and landing and flight requirements of various complex environments such as low-altitude reconnaissance, emergency rescue, logistics distribution, environmental monitoring, etc., so as to better meet the use requirements in complex environments.

[0064] Preferably, the diameter of the secondary fan 320 is greater than or equal to one third of the diameter of the primary fan 220 , and the diameter of the secondary fan 320 is smaller than the diameter of the primary fan 220 , so as to make the aircraft more maneuverable.

[0065] See also Figure 1 In an optional embodiment, the second connecting device 400 includes a first connecting arm 410, a second connecting arm 420 and a base 430, the base 430 is fixed to the body 100, one end of the second connecting arm 420 is fixed to the base 430, the other end of the second connecting arm 420 is hinged to the first connecting arm 410, and the first connecting arm 410 is connected to the secondary duct 310,

[0066] The second connecting arm 420 is arranged along the horizontal axis of the body 100 , and one end of the second connecting arm 420 is suitable for rotating around the axial direction of the second connecting arm 420 relative to the other end thereof, and the first connecting arm 410 is suitable for swinging around the longitudinal axis of the body 100 .

[0067] By "one end of the second connecting arm 420 is suitable for axial rotation around the second connecting arm 420 relative to the other end thereof", the secondary duct 310 can be rotated around the horizontal axis of the body 100 and maintained at the set position, and by "the other end of the second connecting arm 420 is hinged to the first connecting arm 410" and "the first connecting arm 410 is suitable for swinging around the longitudinal axis of the body 100", the secondary duct 310 can be rotated around the longitudinal axis of the body 100 and maintained at the set position, thereby realizing three-dimensional vector rotation.

[0068] Not shown in the drawings, in an optional embodiment, corresponding third drive motors and gear transmission mechanisms are respectively installed in the first connecting arm 410 and the second connecting arm 420. The third drive motor in the second connecting arm 420 is used to drive one end of the second connecting arm 420 to rotate relative to the other end around the axial direction of the second connecting arm 420, and the third drive motor in the first connecting arm 410 is used to drive the first connecting arm 410 to swing longitudinally around the body.

[0069] By means of two third driving motors and two gear transmission mechanisms, which cooperate with the corresponding first connecting arm 410 and second connecting arm 420 respectively, the first connecting arm 410 can swing around the longitudinal axis of the body, and one end of the second connecting arm 420 can rotate around the axial direction of the second connecting arm 420 relative to the other end.

[0070] See also Figure 3 and Figure 4 In an optional embodiment, the first connecting arm 410 is a hollow structure, one end of the first connecting arm 410 is connected to the secondary duct, and the other end of the first connecting arm 410 is provided with a connecting ear structure 440, and the connecting ear structure 440 is hinged to one end of the second connecting arm 420.

[0071] The hollow structure can reduce the weight of the first connecting arm 410, and the two third drive motors can be centrally arranged at the second connecting arm 420. This not only reduces the weight of the first connecting arm 410, but also facilitates the centralized arrangement of the third drive motors.

[0072] It should be noted that the third driving motor in this embodiment is connected to a corresponding controller, and the controller causes the corresponding third driving motor to rotate a set angle.

[0073] In addition, corresponding rotating joint mechanisms can be installed at the first connecting arm 410 and the second connecting arm 420 to realize the axial rotation of one end of the second connecting arm 420 relative to the other end around the second connecting arm 420 and the longitudinal swing of the first connecting arm 410 around the body.

[0074] See also Figure 1 In an optional embodiment, the primary ducts 210 are an even number and are respectively arranged on the left and right sides of the fuselage 100, so as to make the overall layout of the aircraft reasonable.

[0075] join Figure 1 In an optional embodiment, the aircraft further includes a first connecting device 610 , which connects the primary duct 210 to the fuselage 100 , and the first connecting device 610 is suitable for tilting the primary duct 210 toward the front and rear directions of the fuselage 100 .

[0076] By cooperating with the first connecting device 610 and the first-level duct 210, the first-level duct 210 can be tilted in the front and rear directions of the fuselage 100, so that the aircraft can not only hover, take off and land, but also achieve high-speed cruising. In particular, the first-level fan 220 is arranged in the first-level duct 210, which can not only ensure the safety of the aircraft hovering or taking off and landing in a small and limited space, but also utilize the first-level duct 210 to eliminate the tip vortex generated at the blade tip of the first-level fan 220, thereby improving efficiency and ensuring the stability of the aircraft during hovering or taking off and landing.

[0077] See also Figure 7 In an optional embodiment, there are two primary ducts 210 , the first connecting device 610 is a shaft structure suitable for rotation, the first connecting device 610 passes through the body 100 in the horizontal direction, and the two primary ducts 210 are arranged at both ends of the first connecting device 610 .

[0078] The aircraft further includes: a first driving motor, a main shaft seat 620 and a plurality of fixing beams 630 .

[0079] The first drive motor is connected to the first-stage fan 220, and the first drive motor is used to drive the first-stage fan 220 to rotate; the main shaft seat 620 is arranged in the first-stage duct 210, and the first drive motor is installed at the main shaft seat 620, and the main shaft seat 620 is connected to the shaft end of the first connecting device 610; a plurality of fixed beams 630 are arranged around the main shaft seat 620, and the fixed beams 630 connect the main shaft seat 620 with the first-stage duct 210.

[0080] The primary duct 210 is firmly fixed to the main shaft seat 620 by "arranging a plurality of fixing beams 630 around the main shaft seat 620, and the fixing beams 630 connect the main shaft seat 620 with the primary duct 210". In addition, the first connecting device 610 of a shaft structure synchronously controls the tilting of the two primary ducts 210, so that the structure of the primary duct 210 to realize the tilting function is simple and the weight is reduced.

[0081] It should be noted that the supporting connection method of the secondary duct 310 and the secondary fan 320 is the same as that of the aforementioned primary duct 210 and the primary fan 220, and will not be repeated here.

[0082] See also Figure 6 and Figure 7 In an optional embodiment, the aircraft in this embodiment is an unmanned aerial vehicle, and the cabin of the body 100 is divided into two layers, an upper layer and a lower layer, by a floor 110. A battery 120 is arranged under the floor 110, a payload compartment 130 is arranged at the nose of the aircraft on the floor 110, and an equipment compartment 140 is arranged at the tail of the aircraft on the floor 110. A support structure 150 is arranged between the payload compartment 130 and the equipment compartment 140. The support structure 150 is used to support the first connecting device 610. A fourth drive motor is arranged near the support structure 150, and a gear transmission device is arranged between the fourth drive motor and the first connecting device 610. The fourth drive motor, the gear transmission device and the first connecting device 610 are sequentially connected in transmission.

[0083] It should be noted that the equipment bay 140 here may refer to a special bay used to install electronic equipment and provide a normal working environment for the equipment on the aircraft.

[0084] In addition, the battery 120 here can refer to the total battery 120 for powering the entire unmanned aerial vehicle, or it can be used to power some equipment in the aircraft. The battery 120 with a large volume is mainly arranged under the cabin floor 110. The load compartment 130, the support structure 150 and the equipment compartment 140 are arranged in sequence from the nose to the tail, so that the internal structure of the cabin is arranged reasonably, especially the load compartment 130 is arranged at the nose, which can play a counterweight effect on the nose.

[0085] Not shown in the accompanying drawings, in addition, the present invention also provides an aircraft control method for controlling the aforementioned aircraft, comprising:

[0086] The first-stage ducts 210 on the left and right sides are controlled to simultaneously increase or decrease the rotation speed of the two-stage ducts to increase or decrease the total thrust, thereby achieving ascent, descent, acceleration, or deceleration.

[0087] Controlling the plurality of second connection devices 400 to make the corresponding plurality of secondary ducts 310 simultaneously perform pitch motion around the transverse axis of the body 100 toward the same side, so as to make the aircraft move forward or backward;

[0088] Control the corresponding second connection device 400 to make the secondary ducts 310 on the left and right sides of the body 100 pitch in opposite directions around the horizontal axis of the body 100, so that the aircraft yaws to the left or right;

[0089] For example, the secondary duct 310 on the left side of the fuselage 100 is swung forward, and the secondary duct 310 on the right side of the fuselage 100 is swung backward, so that the aircraft yaws to the left.

[0090] The speed difference of the secondary fans 320 on the left and right sides of the body 100 is increased to make the aircraft roll to the left or to the right.

[0091] For example, the secondary fan 320 on the left side of the body 100 is rotated at a high speed, while the secondary fan 320 on the right side of the body 100 is rotated at a low speed, so that the body 100 rolls to the right.

[0092] By using the aircraft in this embodiment and in conjunction with the above-mentioned control method, the various flight states of the entire aircraft can be controlled simply by controlling the steering of the secondary duct 310 and the speed of the secondary fan 320, thereby reducing the control difficulty of the aircraft.

[0093] Not shown in the drawings, in an optional embodiment, the primary ducts 210 on the left and right sides of the aircraft are symmetrically arranged and are suitable for tilting toward the front and rear directions of the fuselage 100.

[0094] The primary duct 210 and the secondary duct 310 on the left and right sides of the aircraft are controlled to simultaneously perform pitch motion around the horizontal axis of the body 100 toward the same side, so that the aircraft moves forward or backward.

[0095] In addition, in order to ensure that the power unit has a high efficiency as a whole, it is necessary to adjust the speed of the first-stage fan 220 and the second-stage fan 320. In general, the speed ratio of the first-stage fan 220 and the second-stage fan 320 is determined according to the blade shape, diameter, thrust, two-stage blade spacing and incoming flow conditions, but the speed matching principle in the present invention is to adjust the speed so that the torque of the first-stage fan 220 and the second-stage fan 320 is close or the same, so that the power unit has a higher efficiency as a whole; avoid the need to determine the speed ratio of the first-stage fan 220 and the second-stage fan 320 according to multiple parameters such as blade shape, diameter, thrust, two-stage blade spacing and incoming flow conditions, which causes the problem of complex, difficult and error-prone calculations, thereby greatly simplifying the adjustment method of the speed ratio of the first-stage fan 220 and the second-stage fan 320, and then simplifying the method of obtaining high efficiency of the power unit. Specifically, this conclusion was verified by simulation experiments using CFD (Computational Fluid Dynamics). After calculation, the specific speed ratio of the first-stage fan 220 and the second-stage fan 320 is about 5:8.

[0096] In addition, by utilizing the characteristic that the first connecting arm 410 can swing around the longitudinal axis of the body 100, the secondary duct 310 can be swung downward around the longitudinal axis of the body 100, thereby increasing the distance between the primary duct 210 and the secondary duct 310, so as to avoid strong interference between the primary duct 210 and the secondary duct 310, thereby improving the control efficiency and stability of the secondary duct 310.

[0097] It should be understood that the above specific embodiments of the present invention are only used to illustrate or explain the principles of the present invention, and do not constitute a limitation of the present invention. Therefore, any modifications, equivalent substitutions, improvements, etc. made without departing from the spirit and scope of the present invention should be included in the protection scope of the present invention. In addition, the appended claims of the present invention are intended to cover all changes and modifications that fall within the scope and boundaries of the appended claims, or the equivalent forms of such scope and boundaries.

Claims

1. An aircraft, characterized in that: include: Body (100); A plurality of primary ducts (210) are respectively connected to the machine body (100); A plurality of secondary ducts (310) are arranged one by one below the primary duct (210), a secondary fan (320) is arranged in the secondary duct (310), and the diameter of the secondary duct (310) is smaller than the diameter of the primary duct (210); and a plurality of second connecting devices (400) are connected one by one to the secondary duct (310) and the body (100), and the second connecting devices (400) are used to make the secondary duct (310) rotate three-dimensionally in the upper hemisphere; Wherein, the primary duct (210) and the secondary duct (310) are coaxially arranged to rotate in opposite directions; The second connecting device (400) comprises a first connecting arm (410), a second connecting arm (420) and a base (430), wherein the base (430) is fixed to the machine body (100), one end of the second connecting arm (420) is fixed to the base (430), the other end of the second connecting arm (420) is hinged to the first connecting arm (410), and the first connecting arm (410) is connected to the secondary duct (310). The second connecting arm (420) is arranged along the horizontal axis direction of the body (100), and one end of the second connecting arm (420) is suitable for rotating around the axial direction of the second connecting arm (420) relative to the other end thereof, and the first connecting arm (410) is suitable for swinging around the longitudinal axis of the body (100).

2. The aircraft according to claim 1, characterized in that The first connecting arm (410) and the second connecting arm (420) are respectively installed with corresponding third drive motors and gear transmission mechanisms. The third drive motor in the second connecting arm (420) is used to drive one end of the second connecting arm (420) to rotate relative to the other end around the axial direction of the second connecting arm (420), and the third drive motor in the first connecting arm (410) is used to drive the first connecting arm (410) to swing around the longitudinal axis of the body (100).

3. The aircraft according to claim 1, characterized in that: The first connecting arm (410) is a hollow structure.

4. The aircraft according to claim 3, characterized in that One end of the first connecting arm (410) is connected to the secondary duct (310), and the other end of the first connecting arm (410) is provided with a connecting ear structure (440), and the connecting ear structure (440) is hinged to one end of the second connecting arm (420).

5. The aircraft according to any one of claims 1 to 4, characterized in that The aircraft also includes a first connecting device (610), which connects the primary duct (210) to the fuselage (100), and the first connecting device (610) is used to tilt the primary duct (210) toward the front and rear directions of the fuselage (100).

6. The aircraft according to claim 5, characterized in that A primary fan (220) is disposed in the primary duct (210); The number of the primary ducts (210) is two and they are respectively arranged on the left and right sides of the machine body (100); the first connecting device (610) is an axial structure; the first connecting device (610) passes through the machine body (100) in a transverse direction; the two primary ducts (210) are arranged at both ends of the first connecting device (610); The aircraft also includes: a first driving motor connected to the primary fan (220), the first driving motor being used to drive the primary fan (220) to rotate; A main shaft seat (620) is arranged in the primary duct (210), the first drive motor is installed at the main shaft seat (620), and the main shaft seat (620) is connected to the shaft end of the first connecting device (610); and A plurality of fixed beams (630) are arranged around the main shaft seat (620), and the fixed beams (630) connect the main shaft seat (620) with the primary duct (210).

7. The aircraft according to claim 6, characterized in that The aircraft is an unmanned aerial vehicle, the cabin of the body (100) is divided into two layers, an upper layer and a lower layer, by a floor (110), a battery (120) is arranged under the floor (110), a load compartment (130) is arranged at the front of the aircraft on the floor (110), an equipment compartment (140) is arranged at the rear of the aircraft on the floor (110), a support structure (150) is arranged between the load compartment (130) and the equipment compartment (140), the support structure (150) is used to support the first connecting device (610), a fourth drive motor is arranged near the support structure (150), a gear transmission device is arranged between the fourth drive motor and the first connecting device (610), and the fourth drive motor, the gear transmission device and the first connecting device (610) are connected in sequence.

8. An aircraft control method, used to control the aircraft according to any one of claims 1 to 7, characterized in that: include: Controlling the plurality of the second connection devices (400) to make the corresponding plurality of the secondary ducts (310) simultaneously perform pitching motion around the transverse axis of the body (100) toward the same side, so as to make the aircraft move forward or backward; Controlling the corresponding second connecting device (400) to make the secondary ducts (310) on the left and right sides of the body (100) pitch in opposite directions around the horizontal axis of the body (100), so that the aircraft yaws to the left or to the right; The rotation speed difference of the secondary fans (320) on the left and right sides of the body (100) is increased to make the aircraft roll to the left or to the right.

9. The aircraft control method according to claim 8, characterized in that: The primary ducts (210) on the left and right sides of the aircraft are symmetrically arranged and are suitable for tilting in the front-rear direction of the fuselage (100). The primary duct (210) and the secondary duct (310) on the left and right sides of the aircraft are controlled to simultaneously perform pitch motion around the horizontal axis of the body (100) toward the same side, so that the aircraft moves forward or backward.

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