A drone

Abstract

The present invention discloses an unmanned aerial vehicle (UAV) comprising a fuselage, wings, a tail, rudders, landing gear springs, and an air intake. The fuselage and wings can be quickly docked, and the tail and wings can be quickly docked. The rudders and wings can be quickly assembled and disassembled. The landing gear springs are fixed to the belly of the fuselage and can be optimized in structure based on the force applied. The air intake is connected to the fuselage and is integrally formed. The UAV disclosed in the present invention can improve flight efficiency.

Description

Technical Field

[0001] The present invention relates to the technical field of unmanned aerial vehicles (UAVs), in particular to a UAV. Background Art

[0002] First of all, the vast majority of fixed-wing drones are currently stored and transported in special containers. Generally, the fuselage, wings, and tail are separated to control the volume of the container. If the drone needs to perform a mission, the fuselage, wings, and tail must be reassembled. During field assembly, if there are multiple docking points at the fuselage-wing joint, such as at least four docking holes on the fuselage and at least four docking holes on the wings, there are at least four degrees of freedom when the fuselage and wings are docked. Since there are no special tooling jigs on site to assist, reassembling the fuselage and wings often requires the cooperation of multiple people. The entire assembly process is completed by manually aligning the fuselage and wings, aligning the docking holes, and then fixing them. The entire process is extremely labor-intensive, greatly reducing the efficiency of drone use and even directly affecting the completion of flight missions.

[0003] Secondly, traditional aircraft movable control surfaces generally use a beam structure, with beams and support ribs arranged within the control surface. These numerous support ribs require connecting parts to securely connect adjacent ribs, which are then wrapped with upper and lower skins to maintain the control surface's airfoil profile. This connection to the aircraft's structure often requires the use of arms and supports, along with complex connections and rotational structures such as slide rails at the ends of the control surface. This structure requires numerous parts, a long assembly cycle, and complex installation and disassembly, which also increases the aircraft's structural weight.

[0004] Furthermore, existing UAV landing springs mostly utilize a single, integrated structure. For main launches with low load requirements, they employ a foam sandwich design with unidirectional carbon fiber wrapped around the launcher, while for main launches with high load requirements, they employ a solid carbon fiber structure, which is expensive. In either case, the force characteristics of the spring are not fully considered, and the flat spring structure is not optimized accordingly.

[0005] Finally, air intakes are widely used in aircraft, playing a crucial role in protecting the aircraft's aerodynamic performance and improving the engine's air intake efficiency and cooling capacity. Due to stealth requirements, aircraft often employ S-shaped or serpentine air intake structures. Bolts are typically used to connect the air intake to the fuselage, requiring either holes to be drilled or welding to connect the air intake to the fuselage. In either case, this affects the air intake's structure and sealing, and assembly precision cannot be precisely controlled.

[0006] Prior art, patent publication number CN108382564A invention patent, a UAV wing and tail quick-disassembly and assembly structure device and method, including a fuselage wing aluminum part arranged on the fuselage, a wing aluminum part arranged on the wing and assembled with the fuselage wing aluminum part, a wing front carbon tube and a wing rear carbon tube, the fuselage wing aluminum part and the wing aluminum part are assembled together to form a wing aluminum part structure, two front buttons and rear buttons for disassembling the wing aluminum part structure are provided in the middle of the upper part of the wing aluminum part structure, the front part of the wing aluminum part structure is provided with a front carbon tube hole for inserting the wing front carbon tube, the front carbon tube hole passes through the fuselage wing aluminum part and the wing aluminum part, and the rear part of the wing aluminum part structure is provided with a rear carbon tube hole for inserting the wing rear carbon tube. The quick-disassembly and assembly structure device of the UAV wing and tail is easy to disassemble, without the need to disassemble and install wire ends, and without screwing. Disassembly can be completed by pressing a button. During installation, it can be accurately and quickly positioned and installed, saving labor. The existing technology can only carry out the rapid disassembly and assembly of the wings and the tail. Summary of the Invention

[0007] The technical problem to be solved by the present invention is: to solve the problem that when assembling the fuselage and wings, as well as the wings and tail of a drone in the field, there are many docking points and there is no special jig for assistance on site. Manual alignment of the docking holes of the fuselage and wings is a huge workload, which reduces the utilization efficiency of the drone. The existing rudder connection parts are numerous, and when the rudder is installed, the number of auxiliary installation parts is large, and the installation and disassembly methods are complicated, which increases the assembly cycle time. The drone landing gear flat spring with an integrated single structure has not been optimized in terms of the force characteristics of the drone landing gear flat spring and has not improved the assembly accuracy and reduced the difficulty of operation without affecting the structure of the air intake itself.

[0008] In order to solve the above technical problems, the present invention provides the following technical solutions:

[0009] A drone comprises: a fuselage 100, wings 200, a tail wing 300, a rudder 400, a landing gear spring 500 and an air inlet 600, wherein the fuselage 100 and the wings 200 can be quickly docked, and the tail wing 300 and the wings 200 can be quickly docked; the rudder 400 and the wings 200 can be quickly assembled and disassembled; the landing gear spring 500 is fixedly located on the belly of the fuselage 100 and optimizes its own structure according to the force conditions; the air inlet 600 is connected to the fuselage 100 and is formed integrally.

[0010] Advantages: Through the quick docking of the fuselage with the wing and the tail with the wing, the degrees of freedom during docking can be reduced, the difficulty of outfield docking can be lowered, enabling quick docking and improving the usage efficiency. The control surfaces and the wing can be quickly disassembled and assembled, reducing the assembly cycle and the complexity of installation and disassembly. The landing gear leaf spring optimizes its own structure according to the force conditions, meets the different bearing requirements of different parts of the landing gear leaf spring, gives play to the advantages of different materials, and simultaneously achieves the goals of low structural weight, low cost, high strength and low deformation. Through the integral molding of the air intake duct, the difficulty of assembly precision is reduced, the stability of the air intake duct is ensured. When the connecting parts are damaged in the later stage, only one air intake duct needs to be replaced, reducing the maintenance difficulty and the cost.

[0011] In an embodiment of the present invention, the UAV further includes a first auxiliary device capable of quickly docking the fuselage 100 and the wing 200, including a first positioning rib 110 and a second positioning rib 120; both ends of the first positioning rib 110 are respectively provided with a front fuselage positioning groove 111 and a rear fuselage positioning groove 112, and a blind hole 113 is provided thereon; the fuselage 100 includes a fuselage connecting frame 150, and one end of the fuselage connecting frame 150 is engaged with the front fuselage positioning groove 111 and the rear fuselage positioning groove 112; both ends of the second positioning rib 120 are respectively provided with a front wing positioning groove 121 and a rear wing positioning groove 122, and a through hole 123 is provided thereon; the wing 200 includes a wing connecting member 210, and one end of the wing connecting member 210 is engaged with the front wing positioning groove 121 and the rear wing positioning groove 122.

[0012] In an embodiment of the present invention, the first auxiliary device further includes a first positioning member 130 and a docking member 140; one end of the first positioning member 130 is movably connected to the first positioning rib 110 through the blind hole 113, and the other end is movably connected to the second positioning rib 120 through the through hole 123; the docking member 140 is located between the first positioning rib 110 and the second positioning rib 120 and movably connects the fuselage connecting frame 150 and the wing connecting member 210.

[0013] In an embodiment of the present invention, each fuselage connecting frame 150 includes:

[0014] A fuselage connecting piece 1511, one end of which is fixedly connected to the fuselage 100;

[0015] A first engaging plate 1512, fixedly connected to three sides of the fuselage connecting piece 1511 and protruding from the three sides of the fuselage connecting piece 1511; the cross-section of the first engaging plate 1512 is in the shape of a "凵", the bottom of the "凵" is fixedly connected to the other end of the fuselage connecting piece 1511, and the opening direction of the "凵" faces the fuselage 100;

[0016] The first joint bushing 1513, two of the first joint bushings 1513 are located at the other end of the fuselage connecting member 1511 and are respectively fixedly connected to both sides of the first engaging plate 1512;

[0017] The stabilizing member 1514, at least two of the stabilizing members 1514 are located between the two first joint bushings 1513; one side of the stabilizing member 1514 is fixedly connected to the first joint bushing 1513, and the other side is fixedly connected to the first engaging plate.

[0018] In an embodiment of the present invention, the fuselage connecting frame 150 includes a first fuselage connecting frame 151 and a second fuselage connecting frame 152. The first fuselage connecting frame 151 and the second fuselage connecting frame 152 are fixedly connected to the fuselage 100 in sequence. One end of the first positioning rib 110 is located within the first fuselage connecting frame 151, and the upper fuselage front positioning groove 1111 and the lower fuselage front positioning groove are respectively engaged with the first engaging plate 1512 of the first fuselage connecting frame 151; the other end of the first positioning rib 110 is located within the second fuselage connecting frame 152, and the upper fuselage rear positioning groove 1121 and the lower fuselage rear positioning groove 1122 are respectively engaged with the first engaging plate 1512 of the second fuselage connecting frame 152.

[0019] In an embodiment of the present invention, each wing connecting member 210 includes:

[0020] The wing body 2111, one end is fixedly connected to the second positioning rib 120;

[0021] The second engaging plate 2112, is fixedly connected to three sides of the wing body 2111 and protrudes on three sides of the wing body 2111. The cross-section of the second engaging plate 2112 is in the shape of a "凵" character, and the opening direction faces away from the fuselage connecting frame 150;

[0022] The second joint bushing 2113, two of the second joint bushings 2113 are located at one end of the wing body 2111 and are respectively fixedly connected to both sides of the second engaging plate 2112.

[0023] In one embodiment of the present invention, the wing connector 210 includes a first wing connector 211 and a second wing connector 212, and the first wing connector 211 and the second wing connector 212 are fixedly connected to the second positioning rib 120 in sequence; one end of the second positioning rib 120 is located in the first wing connector 211, and the upper wing front positioning groove 1211 and the lower wing front positioning groove 1212 are respectively engaged with the second locking plate 2112 of the first wing connector 211; the other end of the second positioning rib 120 is located in the second wing connector 212, and the upper wing rear positioning groove 1221 and the lower wing rear positioning groove 1222 are engaged with the second locking plate 2112 of the second wing connector 212.

[0024] In one embodiment of the present invention, the blind hole 113 is located in the middle of the first positioning rib 110, the through hole 123 is located in the middle of the second positioning rib, and the blind hole 113 and the through hole 123 are located on opposite sides of the first positioning rib 110 and the second positioning rib 120 respectively.

[0025] In one embodiment of the present invention, the first positioning member 130 includes:

[0026] A positioning pin 131, one end of which passes through the through hole 123 and the blind hole 113 in sequence;

[0027] The cotter pin 132 is located on a side of the second positioning rib 120 away from the first positioning rib 110 and is movably connected to the other end of the positioning pin 131 .

[0028] In one embodiment of the present invention, the drone also includes a second auxiliary device, which can quickly dock the wing 200 and the tail 300, including a connecting sleeve 220, a tail strut 230 and a tail joint 240; one end of the connecting sleeve 220 is fixedly connected to the wing 200, and one end of the tail strut 230 is connected to the other end of the connecting sleeve 220 by a pin; one end of the tail joint 240 is fixedly connected to the tail 300, and the other end of the tail strut 230 is connected to the other end of the tail joint 240 by a pin.

[0029] In one embodiment of the present invention, the rudder 400 includes a rudder body 410, with mounting end ribs 420 embedded at both ends of the rudder body 410 and a control rocker arm assembly 430 embedded in the middle; the rudder body includes a skin 411, the interior of which is filled with foam, and the rudder body 410, the mounting end ribs 420 and the control rocker arm assembly 430 are cured and glued together.

[0030] In one embodiment of the present invention, the fixing plate 425 of the mounting end rib 420 is wrapped by the skin 411 and glued to the foam; the control rocker arm assembly 430 includes a rocker arm rib 431 and a control rocker arm 432, the rocker arm rib 431 is fixedly connected to one end of the control rocker arm 432, and is wrapped by the skin 411 and glued to the foam; the other end of the control rocker arm 432 protrudes from the rudder body 410 and is fixedly connected to the servo control rod 433; a joint bearing 440 is provided on the mounting end rib 420, which is assembled and disassembled with the fuselage rudder mounting rib 460 through a stepped pin 450 and a set screw 470.

[0031] In one embodiment of the present invention, the rudder surface body 410 includes a first rudder surface body 412 and a second rudder surface body 413, and the mounting end rib 420 includes a first mounting end rib 421 and a second mounting end rib 422. One end of the first rudder surface body 412 is glued to the back of the first mounting end rib 421, one end of the second rudder surface body 413 is glued to the front of the second mounting end rib 422, and the other end of the first rudder surface body 412 is glued to the other end of the second rudder surface body 413.

[0032] In one embodiment of the present invention, the center lines of the spherical bearings 440 of the first mounting end rib 421 and the second mounting end rib 422 are consistent with the rotation axis of the control surface body 410 .

[0033] In one embodiment of the present invention, each of the mounting end ribs 420 includes a mounting panel 4234 consisting of a semicircular plate 423 and a trapezoidal plate 424 extending outward on the diameter of the semicircular plate 423. The joint bearing 440 is located on the semicircular plate 423. The trapezoidal plate 424 is hollowed out in the middle and protrudes to one side around the side of the mounting panel 4234 to form a fixing plate 425.

[0034] In one embodiment of the present invention, the rocker rib 431 includes a rocker plate 4311, on which a rocker mounting hole 4312 is provided, which protrudes to one side along the side of the rocker plate 4311 to form a rocker fixing plate 4313, and the rocker plate 4311 is in a "water drop" shape.

[0035] In one embodiment of the present invention, the operating rocker arm 432 includes a first operating rocker arm 4321 and a second operating rocker arm 4322; one end of the first operating rocker arm 4321 is bolted to the rocker arm rib 431 at the rocker arm mounting hole 4312, and the other end is fixedly connected to one end of the second operating rocker arm 4322, and the angle between the two is an obtuse angle.

[0036] In one embodiment of the present invention, the skin 411 includes a central layer 4111, a reinforcement layer 4112 and a protective layer 4113; the two reinforcement layers 4112 are respectively glued to the upper and lower surfaces of the central layer 4111; and the protective layer 4113 is sprayed onto the outer surfaces of the two reinforcement layers 4112.

[0037] In one embodiment of the present invention, the central layer 4111 is made of glass or aramid fiber woven material; the reinforcement layer 4112 is made of aluminum foil material; and the protective layer 4113 is made of modified polyethylene plastic.

[0038] In one embodiment of the present invention, according to the force and load transfer requirements of the UAV, the thickness of the skin 411 is 0.8-1.2 mm.

[0039] In one embodiment of the present invention, the landing gear spring 500 includes a body connecting section 510, an intermediate connecting section 520 and a wheel connecting section 530, and the two ends of the body connecting section 510 are respectively fixedly connected to the intermediate connecting section 520 and the wheel connecting section 530 in sequence, the body connecting section 510 includes a fiberglass solid layer 511, the intermediate connecting section 520 includes a high-density foam layer 521, and the wheel connecting section 530 includes a carbon fiber solid layer 531, and the surfaces of the fiberglass solid layer 511, the high-density foam layer 521 and the carbon fiber solid layer 531 are wrapped with a carbon fiber wrapping layer 5123 and a glass cloth 51234 in sequence.

[0040] In one embodiment of the present invention, the body connecting section 510 is a rectangular block; the intermediate connecting section 520 is an arc-shaped rod, and the surface width of the intermediate connecting section 520 gradually narrows and the thickness gradually decreases from the body connecting section 510 to the wheel connecting section 530.

[0041] In one embodiment of the present invention, the wheel connection section 530 includes a first wheel connection section 532 and a second wheel connection section 533; one end of the first wheel connection section 532 is fixedly connected to the intermediate connection section 520, and the other end is fixedly connected to the second wheel connection section 533; the thickness of the first wheel connection section 532 gradually increases from the end connected to the intermediate connection section 520 to the end connected to the second wheel connection section 533.

[0042] In one embodiment of the present invention, the air inlet 600 includes an air inlet body 610, at one end of the air inlet body 610 connected to the engine air inlet, a first connecting member 621 connected to the fuselage 100 is turned outward, and at a turning position of the tube body of the air inlet body 610, a second connecting member 622 connected to the fuselage 100 is extended outward along the circumference of the tube body to form; at the acute angle where the connecting member 620 and the air inlet body 610 are connected, a chamfer 611 is used for a smooth transition connection.

[0043] In one embodiment of the present invention, the air intake duct 600 further includes a reinforcement 630, which is fixedly connected to the air intake duct body 610 and the connecting member 620 respectively; the first connecting member 621, the second connecting member 622 and the reinforcement 630 are integrally formed with the air intake duct body 610.

[0044] Compared with the prior art, the present invention has the following beneficial effects:

[0045] 1. During assembly, one end of the locating pin is passed through the through hole and the blind hole in sequence, and then flexibly connected to the other end of the locating pin through the cotter pin. When the fuselage and wing are docked, multiple degrees of freedom are reduced when the fuselage and wing are docked. Then, the docking piece is passed to flexibly connect the fuselage connecting frame and the wing connecting piece, which reduces the difficulty of field docking and reduces the working time of the fuselage and wing assembly. During disassembly, only the locating piece and the docking piece need to be removed to realize the disassembly of the fuselage and wing, realizing rapid disassembly and assembly of the fuselage and wing, thereby improving the efficiency of the UAV.

[0046] 2. By pre-fixing the connecting sleeve to the wing and the tail joint to the tail, after transporting the UAV to the assembly site, it is only necessary to quickly connect the tail strut to the connecting sleeve and tail joint, respectively. During disassembly, it is also only necessary to detach the tail strut from the connecting sleeve and tail joint, respectively, thus achieving rapid assembly and disassembly of the wings and tail.

[0047] 3. Using a machining process, the foam is formed into a rudder surface prototype. The mounting end ribs and control rocker assembly are glued to the foam. The skin is then wrapped around the mounting end ribs, control rocker assembly, and foam, and glued to the mounting end ribs, control rocker assembly, and foam to form a single unit, which is then cured together. The skin wrapping is completed with an overlap joint. This gluing reduces the number of connecting parts between the mounting end ribs and control rocker assembly and the rudder surface itself, reducing aircraft weight, assembly cycle time, and installation and disassembly complexity, thereby improving flight efficiency. Filling the skin with foam reduces the weight of the rudder surface, further reducing aircraft weight and eliminating the need for support arms and supports during assembly. By providing an articulated bearing on the mounting end rib, one end of the stepped pin is fixedly connected to the articulated bearing on the mounting end rib, while the other end is fixed to the fuselage rudder surface mounting rib via a set screw. This simplifies installation and removal of the rudder surface by simply installing and removing the stepped pin and set screw.

[0048] 4. By using different materials for the core layer, reinforcement layer, and protective layer, the skin can improve and overcome the weaknesses of conventional skin materials, fully utilizing the advantages of various materials, improving material utilization and performance. The thickness of the core layer, reinforcement layer, and protective layer can be adjusted according to the UAV's force and load transfer requirements to adapt to different applications.

[0049] 5. By sequentially using a fiberglass solid layer, a high-density foam layer, and a carbon fiber solid layer in the fuselage connection section, the intermediate connection section, and the wheel connection section, and then wrapping them with a carbon fiber wrapping layer and glass cloth, a modular sandwich structure is formed. This can meet the different load-bearing requirements of different parts of the UAV landing gear flat spring, give full play to the advantages of different materials, and simultaneously achieve the goals of structural weight, low cost, high strength, and low deformation. By making the fuselage connection section into a rectangular block, the bending moment and shear force applied are evenly distributed on the fuselage connection section. By making the first wheel connection section into an arc-shaped rod, and its thickness gradually increasing from the fixed end of the intermediate connection section to the fixed end of the second wheel connection section, the second wheel connection section has a higher load-bearing capacity. By making the second wheel connection section into a rectangular block, the wheel load can be evenly distributed on the second wheel connection section. According to the load and stress conditions, the middle connecting section is made into an arc-shaped rod, and its surface gradually narrows from the fixed end of the body connecting section to the fixed end of the first wheel connecting section. Correspondingly, the thickness also gradually decreases, which not only ensures the strength and stiffness of the UAV landing gear flat spring, but also makes it light in weight.

[0050] 6. The air inlet body, connectors, and reinforcements are pre-customized based on actual needs. The air inlet body, first connector, second connector, and reinforcement are integrally molded together to form a single air inlet with its own connectors for connection to the fuselage. This reduces costs and the difficulty of achieving assembly precision, ensuring the stability of the air inlet. If a connector is damaged later, only one air inlet needs to be replaced, reducing maintenance difficulty and costs. The sharp angles where the connectors connect to the air inlet body are chamfered for a smooth transition, extending the service life of the air inlet.

[0051] 7. By bolting the front support plate, multiple support beams, and rear support plate together, the quality stability and service life of the drone's engine mounting bracket are improved. The stability of the support beams is enhanced by providing a first stabilizer and a second stabilizer. By using high-strength reinforced aluminum alloy for all components of the drone's engine mounting bracket, structural stability is further enhanced. The first locating hole determines the position of the second locating hole on the rear support plate, which is bolted to the engine. This ensures that even after replacing the engine, the mounting position remains the same as the previous one, meeting the high-precision engine installation requirements. BRIEF DESCRIPTION OF THE DRAWINGS

[0052] Figure 1 The figure is a top view schematic diagram of a UAV of the present invention.

[0053] Figure 2 This is a schematic diagram of the main view of a drone of the present invention.

[0054] Figure 3 Schematic diagram of the first auxiliary device of the present invention.

[0055] Figure 4 Schematic diagram of the first positioning rib and the second positioning rib of the present invention.

[0056] Figure 5 It is a schematic diagram of the fixed connection between the fuselage connecting frame and the wing connecting parts of the present invention.

[0057] Figure 6 This is a schematic diagram of the first positioning member of the present invention.

[0058] Figure 7 Schematic diagram of the docking piece of the present invention.

[0059] Figure 8 It is a schematic diagram of the docking of the fuselage and wings of the present invention.

[0060] Figure 9 Schematic diagram of the second auxiliary device of the present invention.

[0061] Figure 10 Schematic diagram of the tail strut of the present invention.

[0062] Figure 11 It is a schematic diagram of the rudder surface of the present invention.

[0063] Figure 12 This is a schematic diagram of the rudder surface from another angle of the present invention.

[0064] Figure 13 This is a schematic diagram of the installation end rib of the present invention.

[0065] Figure 14 It is a partial schematic diagram of the first control surface body and the first mounting end rib of the present invention.

[0066] Figure 15 It is a partial schematic diagram of the second control surface body and the second mounting end rib of the present invention.

[0067] Figure 16 It is a schematic diagram of the back side of the operating rocker arm assembly of the present invention.

[0068] Figure 17 It is a front schematic diagram of the operating rocker arm assembly of the present invention.

[0069] Figure 18 It is a schematic diagram of the first control surface body, the second control surface body and the control rocker arm assembly of the present invention.

[0070] Figure 19 It is a schematic diagram of the connection between the mounting end rib and the fuselage rudder surface mounting rib of the present invention.

[0071] Figure 20 It is a cross-sectional view taken along line AA of the present invention.

[0072] Figure 21 It is a schematic diagram of the wing and control surface mounting ribs of the present invention.

[0073] Figure 22 This is a schematic diagram of the connection between the control rocker arm and the steering gear control rod of the present invention.

[0074] Figure 23 Schematic diagram of the skin of the present invention.

[0075] Figure 24 It is a cross-sectional view of a landing gear spring of the present invention.

[0076] Figure 25 It is a partial enlarged view of the body connecting section of the present invention.

[0077] Figure 26 Schematic diagram of the landing gear spring of the present invention

[0078] Figure 27 It is a top view of the landing gear spring of the present invention.

[0079] Figure 28 It is a partial enlarged view of the body connecting component of the present invention.

[0080] Figure 29 Schematic diagram of the air intake duct of the present invention.

[0081] Figure 30 Schematic diagram of the air intake duct from another angle of the present invention.

[0082] Figure 31 This is a schematic diagram of the air intake duct from another angle of the present invention.

[0083] Figure 32 Schematic diagram of the connector of the present invention.

[0084] Figure 33 FIG. 1 is a schematic diagram of an air intake duct according to another embodiment of the present invention.

[0085] Figure 34 Schematic diagram of the mounting bracket of the present invention.

[0086] Figure 35 This is a schematic diagram of the mounting bracket of the present invention from another angle. DETAILED DESCRIPTION

[0087] To facilitate those skilled in the art to understand the technical solution of the present invention, the technical solution of the present invention is further described with reference to the accompanying drawings.

[0088] The terms "first" and "second" are used for descriptive purposes only and should not be understood to indicate or imply relative importance or implicitly specify the number of the technical features indicated. Therefore, a feature specified as "first" or "second" may explicitly or implicitly include one or more of the features. In the description of this application, "plurality" means two or more, unless otherwise specifically defined.

[0089] See also Figure 1 and Figure 2 As shown, the present invention provides a drone comprising a fuselage 100, wings 200, tail fins 300, control surfaces 400, landing gear springs 500, and an air intake. The fuselage 100 and wings 200 can be quickly docked, and the tail fins 300 and wings 200 can also be quickly docked. The control surfaces 400 and wings 200 can be quickly assembled and disassembled. The landing gear springs 500 are fixed to the belly of the fuselage 100 and are optimized in structure based on the stresses they bear. The air intake is connected to the fuselage 100 and is integrally formed.

[0090] See also Figure 3As shown, in one embodiment of the present invention, the UAV further includes a first auxiliary device for quickly docking the fuselage 100 and the wing 200. The first auxiliary device includes a first positioning rib 110, a second positioning rib 120, a first positioning member 130, and a docking member 140. The first positioning rib 110 is provided with a fuselage front positioning groove 111 and a fuselage rear positioning groove 112 at both ends, and a blind hole 113 is provided on it. Figure 6 The fuselage 100 includes a fuselage connecting frame 150, one end of which is engaged with the fuselage front positioning groove 111 and the fuselage rear positioning groove 112. The second positioning rib 120 has a wing front positioning groove 121 and a wing rear positioning groove 122 at both ends, and a through hole 123 is provided on it. Figure 6 The wing 200 includes a wing connector 210, one end of which engages with the front wing positioning slot 121 and the rear wing positioning slot 122. One end of the first positioning member 130 is movably connected to the first positioning rib 110 through a blind hole 113, and the other end is movably connected to the second positioning rib 120 through a through hole 123. The docking member 140 is located between the first positioning rib 110 and the second positioning rib 120, and movably connects the fuselage connecting frame 150 and the wing connector 210.

[0091] See also Figure 4 In one embodiment of the present invention, the front fuselage positioning groove 111 includes an upper fuselage front positioning groove 1111 and a lower fuselage front positioning groove (not marked in the figure), and is located at one end of the first positioning rib 110. The upper fuselage front positioning groove 1111 is located at the upper end of the first positioning rib 110, and the lower fuselage front positioning groove is its lower end. The notch directions of the upper fuselage front positioning groove 1111 and the lower fuselage front positioning groove are opposite. The rear fuselage positioning groove 112 includes an upper fuselage rear positioning groove 1121 and a lower fuselage rear positioning groove 1122, and is located at the other end of the first positioning rib 110. The upper fuselage rear positioning groove 1121 is located at the upper end of the first positioning rib 110, and the lower fuselage rear positioning groove 1122 is located at the lower end of the first positioning rib 110. The notch directions of the upper fuselage rear positioning groove 1121 and the lower fuselage rear positioning groove 1122 are opposite.

[0092] See also Figure 4As shown, in an embodiment of the present invention, the front wing positioning groove 121 includes an upper front wing positioning groove 1211 and a lower front wing positioning groove 1212, and is located at one end of the second positioning rib 120. The upper front wing positioning groove 1211 is located at the upper end of the second positioning rib 120, and the lower front wing positioning groove 1212 is at its lower end. The notch directions of the upper front wing positioning groove 1211 and the lower front wing positioning groove 1212 are opposite. The rear wing positioning groove 122 includes an upper rear wing positioning groove 1221 and a lower rear wing positioning groove 1222, and is located at the other end of the second positioning rib 120. The upper rear wing positioning groove 1221 is located at the upper end of the second positioning rib 120, and the lower rear wing positioning groove 1222 is located at the lower end of the second positioning rib 120. The notch directions of the upper rear wing positioning groove 1221 and the lower rear wing positioning groove 1222 are opposite.

[0093] Please refer to Figure 3 and 5 As shown, in an embodiment of the present invention, the fuselage connecting frame 150 includes a first fuselage connecting frame 151 and a second fuselage connecting frame 152. The first fuselage connecting frame 151 and the second fuselage connecting frame 152 are fixedly connected to the fuselage 100 in sequence, as shown in Figure 8 shown. The shapes, connection relationships, and movement principles of both the first fuselage connecting frame 151 and the second fuselage connecting frame 152 are the same. For the sake of simplicity of the specification, the first fuselage connecting frame 151 is taken as an example in this embodiment for illustration. That is, each fuselage connecting frame includes: a fuselage connecting member 1511, a first clamping plate 1512, a first joint bushing 1513, and a stabilizing member 1514. One end of the fuselage connecting member 1511 is fixedly connected to the fuselage 100. The first clamping plate 1512 is fixedly connected to the three sides of the fuselage connecting member 1511 and protrudes from the three sides of the fuselage connecting member 1511. The cross-section of the first clamping plate 1512 is in the shape of a "U", and the opening direction of the "U" faces the fuselage 100. The bottom of the "U" is fixedly connected to the other end of the fuselage connecting member 1511. Two first joint bushings 1513 are located at the other end of the fuselage connecting member 1511 and are respectively fixedly connected to both sides of the first clamping plate 1512. At least two stabilizing members 1514 are located between the two first joint bushings 1513. One side of the stabilizing member 1514 is fixedly connected to the first joint bushing 1513, and the other side of the stabilizing member 1514 is fixedly connected to the first clamping plate 1512.

[0094] Please refer to Figure 3 and Figure 4As shown, in an embodiment of the present invention, one end of the first positioning rib 110 is located within the fuselage connecting frame 150. The upper fuselage front positioning groove 1111 and the lower fuselage front positioning groove respectively engage with the first engaging plate 1512 of the first fuselage connecting frame 151. The other end of the first positioning rib 110 is located within the second fuselage connecting frame 152. The upper fuselage rear positioning groove 1121 and the lower fuselage rear positioning groove 1122 respectively engage with the first engaging plate 1512 of the second fuselage connecting frame 152.

[0095] Please refer to Figure 3 and Figure 5 As shown, in an embodiment of the present invention, the wing connecting member 210 includes a first wing connecting member 211 and a second wing connecting member 212. The first wing connecting member 211 and the second wing connecting member 212 are fixedly connected to the second positioning rib 120 in sequence. The shape structures, connection relationships, and movement principles of both the first wing connecting member 211 and the second wing connecting member 212 are the same. To make the description in the specification concise, this embodiment takes the first wing connecting member 211 as an example for illustration. That is, each wing connecting member includes: a wing body 2111, a second engaging plate 2112, and a second joint bushing 2113. One end of the wing body 2111 is fixedly connected to the second positioning rib 120. The second engaging plate 2112 is fixedly connected to three sides of the wing body 2111 and protrudes from the three sides of the wing body 2111. The cross-section of the second engaging plate 2112 is in the shape of a "凵", and the opening direction of the "凵" faces away from the fuselage connecting frame 150. The second joint bushing 2113 is located at one end of the wing body 2111 and is fixedly connected to both sides of the second engaging plate 2112.

[0096] Please refer to Figure 3 and Figure 4 As shown, in an embodiment of the present invention, one end of the second positioning rib 120 is located within the wing connecting member 210. The upper wing front positioning groove 1211 and the lower wing front positioning groove 1212 respectively engage with the second engaging plate 2112 of the first wing connecting member 211. The other end of the second positioning rib 120 is located within the second wing connecting member 212. The upper wing rear positioning groove 1221 and the lower wing rear positioning groove 1222 engage with the second engaging plate 2112 of the second wing connecting member 212.

[0097] Please refer to Figure 6 As shown, in an embodiment of the present invention, the blind hole 113 is located in the middle of the first positioning rib 110, the through hole 123 is located in the middle of the second positioning rib 120, and the blind hole 113 and the through hole 123 are respectively located on the opposite sides of the first positioning rib 110 and the second positioning rib 120.

[0098] Please refer to the question Figure 6As shown, in one embodiment of the present invention, the first positioning member 130 includes a positioning pin 131 and a cotter pin 132, one end of the positioning pin 131 passes through the through hole 123 and the blind hole 113 in sequence, and the cotter pin 132 is located on a side of the second positioning rib 120 away from the first positioning rib 110, and is movably connected to the other end of the positioning pin 131.

[0099] Please refer to the question Figure 3 and 7 As shown, in one embodiment of the present invention, two docking members 140 are used to secure the fuselage connecting frame 150 and the wing connecting member 210. Specifically, one docking member 140 is used to secure the first fuselage connecting frame 151 and the first wing connecting member 211, and the other docking member 140 is used to secure the second fuselage connecting frame 152 and the second wing connecting member 212. Each docking member 140 includes a docking bolt 141, a hexagonal nut 142, and a nut cover 143. One end of the docking bolt 141 has an inverted cone 1411, and one end of the docking bolt 141 passes through the first joint bushing 1513 and the second joint bushing 2113, respectively, to flexibly connect the fuselage connecting frame 150 and the wing connecting member 210. The hexagonal nut 142 is flexibly connected to one end of the docking bolt 141, and the nut cover 143 encloses the hexagonal nut 142.

[0100] See also Figure 3 and Figure 8 As shown, in one embodiment of the present invention, the fuselage connecting frame 150 and the first positioning rib 110 are first fixedly connected to the fuselage 100, and the wing connecting member 210, the second positioning rib 120 and the wing 200 are fixedly connected, and then the fuselage 100 and the wing 200 are loaded into a container for storage and transportation to the outside field. When the fuselage 100 and the wing 200 are docked, one end of the positioning pin 131 passes through the through hole 123 and the blind hole 113 in sequence, and is then fixed to the other end of the positioning pin 131 through the cotter pin 132, and the first positioning rib 110 and the second positioning rib 120 are fixedly connected. Then, one end of the docking bolt 141 passes through the first joint bushing 1513 and the second joint bushing 2113 in sequence, and the other end is fixedly connected to the hexagonal nut 142, and the hexagonal nut 142 is wrapped with the nut cover 143, thereby reducing multiple installation degrees of freedom when the fuselage 100 and the wing 200 of the drone are docked, thereby reducing the difficulty of docking in the outside field. When disassembly is required, loosen the nut cover 143, remove the connection between the docking bolt 141 and the hexagonal nut 142, and then remove the cotter pin 132 and the positioning pin 131, so that the fuselage and wings can be quickly disassembled.

[0101] See also Figure 1 、 Figure 9 and Figure 10As shown, in one embodiment of the present invention, the drone further includes a second auxiliary device for quickly docking the wing 200 and the tail 300. The second auxiliary device comprises a connecting sleeve 220, a tail strut 230, a tail joint 240, and a fixing bolt 250. One end of the connecting sleeve 220 is fixedly connected to the wing 200. One end of the tail strut 230 is latched to the other end of the connecting sleeve 220, and then connected via the fixing bolt 250. One end of the tail joint 240 is fixedly connected to the tail 300. The other end of the tail strut 230 is latched to the other end of the tail joint 240, and then connected via the fixing bolt 250.

[0102] See also Figure 1 、 Figure 9 and Figure 10 As shown, in one embodiment of the present invention, the connecting sleeve 220 is pre-fixedly connected to the wing 200, and the tail joint 240 is pre-fixedly connected to the tail 300. After the drone is transported to the assembly site, it is only necessary to quickly connect the tail strut 230 to the connecting sleeve 220 and the tail joint 240, respectively. During disassembly, it is also only necessary to detach the tail strut 230 from the connecting sleeve 220 and the tail joint 240, respectively, thus achieving rapid assembly and disassembly of the wing 200 and the tail 300.

[0103] See also Figure 11 As shown, in one embodiment of the present invention, the rudder 400 includes a rudder body 410, and mounting end ribs 420 are pre-embedded at both ends of the rudder body 410, and a control rocker assembly 430 is pre-embedded in the middle. The rudder body 410 includes a skin 411, the interior of which is filled with foam (not shown in the figure), and the rudder body 410, the mounting end ribs 420 and the control rocker assembly 430 are cured and glued together. Among them, the fixing plate 425 of the mounting end rib 420 is wrapped by the skin 411 and glued to the foam. The control rocker assembly 430 includes a rocker rib 431 and a control rocker 432. The rocker rib 431 is fixedly connected to one end of the control rocker 432. One end of the rocker rib 431 and the control rocker 432 are wrapped by the skin 411 and glued to the foam. The other end of the control rocker 432 protrudes from the rudder body 410 and is fixedly connected to the servo control rod 433. Figure 22 The mounting end rib 420 is provided with a joint bearing 440, which is disassembled from the fuselage rudder mounting rib 460 through the stepped pin 450 and the set screw 470. Figure 20 The skin 411 is also bonded to the foam, the fixing plate 425 and the control rocker arm assembly 430 included in the skin 411 .

[0104] Please refer to 11 to Figure 13As shown, in one embodiment of the present invention, control surface body 410 includes a first control surface body 412 and a second control surface body 413, and mounting end ribs 420 include a first mounting end rib 421 and a second mounting end rib 422. One end of first control surface body 412 is glued to the back surface of first mounting end rib 421, one end of second control surface body 413 is glued to the front surface of second mounting end rib 422, and the other end of first control surface body 412 is glued to the other end of second control surface body 220. The centerline of the spherical bearings 440 of the first and second mounting end ribs 421, 422 is aligned with the rotation axis of control surface body 410, where reference numeral 480 indicates the rotation axis.

[0105] See 14 and Figure 15 As shown, in one embodiment of the present invention, each mounting end rib 420 comprises a mounting panel 4234 consisting of a semicircular plate 423 and a trapezoidal plate 424 extending outward from the diameter of the semicircular plate 423. The spherical bearing 440 is located on the semicircular plate 423. The trapezoidal plate 424 is hollowed out in the middle and protrudes to one side around the side of the mounting panel 4234 to form a fixing plate 425. In other words, the two mounting end ribs have the same structure, except for the different bonding surfaces with the rudder body 410. The cover 411 wraps around the fixing plate 425 of the first mounting end rib 421 and its corresponding mounting panel 4234, with the back side in contact with the foam. The cover 411 also wraps around the fixing plate 425 of the second mounting end rib 422 and its corresponding mounting panel 4234, with the front side in contact with the foam.

[0106] Please refer to 16 to Figure 18 As shown, in one embodiment of the present invention, the rocker rib 431 includes a rocker plate 4311, which is provided with a rocker mounting hole 4312. A rocker fixing plate 4313 protrudes from the side of the rocker plate 4311. The rocker plate 4311 is in the shape of a teardrop. The control rocker arm 432 includes a first control rocker arm 4321 and a second control rocker arm 4322. One end of the first control rocker arm 4321 is bolted to the rocker rib 431 at the rocker mounting hole 4312. The other end of the first control rocker arm 4321 is fixedly connected to one end of the second control rocker arm 4322, with the angle between the two being an obtuse angle ∠A°. The other end of the second control rocker arm 4322 is also provided with the aforementioned spherical bearing 440. The other end of the first control surface body 412 is also glued to the back of the rocker arm rib 431. The skin wraps around the rocker arm fixing plate 4313. The other end of the second control surface body 413 is provided with a notch 4131. When the first control surface body 412 and the second control surface body 413 are glued together, the control rocker arm 432 engages with the notch 4131. The symbol A represents the front side, and the symbol B represents the back side.

[0107] See 19 and Figure 20As shown, in one embodiment of the present invention, a first threaded hole 451 is provided at one end of a stepped pin 450 located within a fuselage control surface mounting rib 460. A fixing through-hole 461 and a second threaded hole 462 are provided on the fuselage control surface mounting rib 460, with axes perpendicular to each other. The fixing through-hole 461 communicates with the second threaded hole 462. One end of the stepped pin 450 is fixedly connected to the spherical bearing 440 of the mounting end rib 420, while the other end is located within the fixing through-hole 461. A set screw 470 is sequentially inserted through the second threaded hole 462 and the first threaded hole 451 to secure the other end of the stepped pin 450 to the fuselage control surface mounting rib 460.

[0108] Please refer to 1. Figures 11 to 22 As shown, in one embodiment of the present invention, the control surface 400 is fixedly connected to the wing 400. During assembly, the rocker arm rib 431 and the control rocker arm 432 are pre-bolted together to form the control rocker arm assembly 430. The mounting end ribs 420 are embedded in both ends of the control surface body 410, and the control rocker arm assembly 430 is embedded in the middle of the control surface body 410. They are then cured and bonded together with the control surface body 410 to form the control surface 400. The fuselage control surface mounting rib 460 is fixedly connected to the wing 200. When the control surface 400 is installed in the fuselage control surface mounting rib 460, one end of the stepped pin 450 is inserted into the spherical bearing 440 for flexible connection, ensuring rotation of the control surface body 410. The other end is located in the fixing through-hole 461. A set screw 470 is inserted through the second threaded hole 462 and the first threaded hole 451 in sequence to secure the other end of the stepped pin 450 to the fuselage control surface mounting rib 460. During disassembly, only the stepped pin 450 and set screw 470 need to be removed to separate the control surface 400 from the wing 200. During use, the steering gear control rod 433 controls the control rocker arm 432 to rotate the control surface body 410 around the joint bearing 440 on the control rocker arm 432, completing the lifting function of the control surface 400.

[0109] See also Figure 23As shown, in one embodiment of the present invention, skin 411 is a dimensional component wrapped around the drone structure, forming the drone's aerodynamic shape. Skin 411 and the airframe form a structure with high load-bearing capacity and rigidity, serving to withstand and transmit aerodynamic loads. At the same time, skin 411 transmits the aerodynamic loads it bears to the attached airframe structure, subjecting it to complex forces. Since skin 411 is in direct contact with the outside world, skin 411 must not only have high strength but also a smooth surface. For drones or small aircraft, cloth, such as linen or cotton, is often used as the skin. This design significantly reduces the weight of the skin structure and achieves its desired function. However, using cloth as the skin also presents corresponding problems. The skin's load-carrying mechanism is limited, capable of bearing only a limited portion of the aerodynamic load and not participating in the overall load-bearing process. Furthermore, cloth skins have low fire resistance, water resistance, impact resistance, fatigue resistance, crack resistance, and corrosion resistance. Using metal skins also reduces fatigue resistance, crack resistance, and corrosion resistance, and requires the fabrication of a mold for the skin, increasing manufacturing costs. The skin 411 of the present invention can improve and overcome the weakness of the single material of conventional skins, give full play to the advantages of various materials, and improve material utilization and performance.

[0110] See also Figure 23 As shown, in one embodiment of the present invention, the skin 411 includes a central layer 4111, a reinforcement layer 4112, and a protective layer 4113. The two reinforcement layers 4112 are respectively glued to the upper and lower surfaces of the central layer 4111, and the protective layer 4113 is sprayed onto the outer surfaces of the two reinforcement layers 4112. The central layer 4111 is made of a glass or aramid fiber woven material, which has a certain degree of flexibility and relatively strong tensile strength. The reinforcement layers 4112 are respectively glued to the upper and lower outer surfaces of the central layer 4111. The reinforcement layers 4112 are made of aluminum foil material and have a certain degree of rigidity and plasticity as well as the ability to resist shear and withstand bending. The central layer 4111 and the reinforcement layer 4112 are formed using a hot pressing process, and the temperature is maintained at 120°C to 160°C. The protective layer 4113 is sprayed on the outer surface of the reinforcement layer 4112 to form a protective film on the outer surface. Protective layer 4113 is made of modified polyethylene plastic, ensuring a smooth surface and a degree of sealing, protecting the internal materials from foreign objects. Skin 411's material tensile strength reaches 275.0 MPa, exceeding both the 35.0 MPa of flax and the 88.3 MPa of fiberglass / epoxy. Skin 411's material specific strength reaches 0.183 MPa·m³ / kg, exceeding the 0.142 MPa·m³ / kg of aluminum alloy.

[0111] See also Figure 23As shown, in one embodiment of the present invention, according to the force, load transfer requirements and application site of the UAV, the thickness of the skin 411 is 0.8 to 1.2 mm. Specifically, the thickness and external shape of the core layer 4111, the reinforcement layer 4112 and the protective layer 4113 are determined to be reasonable. For a skin 411 with a thickness of 0.8 mm, the thickness of the core layer 4111 is 0.4 mm, the thickness of the reinforcement layer 4112 is 0.1 mm, and the thickness of the protective layer 4113 is 0.1 mm. It can be applied to the parts of the UAV with less load. For a skin 411 with a thickness of 1.2 mm, the thickness of the core layer 4111 is 0.6 mm, the thickness of the reinforcement layer 4112 is 0.2 mm, and the thickness of the protective layer 4113 is 0.1 mm. It can be applied to the parts of the UAV with medium load. For a 1.8mm aircraft skin, the core layer 4111 is 1mm thick, the reinforcement layer 4112 is 0.2mm thick, and the protective layer 4113 is 0.2mm thick. This allows for application in high-load-bearing areas of drones. In this embodiment, the skin 411 can be processed into shapes up to 1.8m wide, with an indefinite length, and can be stored in rolls. In actual use, it can be cut to size based on the intended area.

[0112] See also Figures 24 to 26 As shown, in one embodiment of the present invention, a landing gear spring 500 includes a body connecting section 510, an intermediate connecting section 520, and a wheel connecting section 530. The intermediate connecting section 520 is fixedly connected to the body connecting section 510 and the wheel connecting section 530 at both ends. Specifically, the fixing surfaces of the connecting sections are fixedly connected by J-47C adhesive film. With the body connecting section 510 as the center of symmetry, the ends of the body connecting section 510 are fixedly connected to the intermediate connecting section 520 and the wheel connecting section 530 in sequence. The body connecting section 510 includes a solid fiberglass layer 511, the intermediate connecting section 520 includes a high-density foam layer 521, and the wheel connecting section 530 includes a solid carbon fiber layer 531. The surfaces of the fiberglass solid layer 511, the high-density foam layer 521, and the solid carbon fiber layer 531 are sequentially coated with a carbon fiber wrapping layer 5123 and a glass cloth 51234. The flat spring of the UAV landing gear is formed by medium-temperature curing, and the carbon fiber wrapping layer 5123 is prevented from being delaminated by wrapping the outermost layer with glass cloth 51234.

[0113] See also Figure 26As shown, in one embodiment of the present invention, the fuselage connecting section 510 is a rectangular block, so that the bending moment and shear force are evenly distributed on the fuselage connecting section 510. The intermediate connecting section 520 is an arc-shaped rod. According to the load and stress conditions, the surface width of the intermediate connecting section 520 gradually narrows from the end connected to the fuselage connecting section 510 to the end connected to the wheel connecting section 530, and accordingly, its thickness also gradually decreases. The wheel connection section 530 includes a first wheel connection section 532 and a second wheel connection section 533. The first wheel connection section 532 is a curved rod, one end of which is fixedly connected to the intermediate connection section 520, and the other end of which is fixedly connected to the second wheel connection section 533. The first wheel connection section 532 serves as a transition between the intermediate connection section 520 and the second wheel connection section 533. Its thickness gradually increases from the end connected to the intermediate connection section 520 to the end connected to the second wheel connection section 533, giving the second wheel connection section 533 a higher load-bearing capacity. The curvature of the first wheel connection section 532 is smaller than that of the intermediate connection section 520. The second wheel connection section 533 is a rectangular block, ensuring that wheel loads are evenly distributed across the second wheel connection section 533. After the body connection section 510, the intermediate connection section 520, and the wheel connection section 530 are connected, the overall structure forms a straight section in the middle, with gently downward-curving sides.

[0114] See also Figure 24 、 Figures 26 to 28As shown, in one embodiment of the present invention, the fuselage connecting section 510 is fixedly connected to the UAV body via a fuselage connecting component 540, primarily bearing the bending moment and shear forces generated by ground loads. A solid fiberglass layer 511 is used in the fuselage connecting section 510, which is then sequentially wrapped with a carbon fiber wrapping layer 5123 and a glass cloth 51234, thereby providing the fuselage connecting section 510 with a high degree of bending resistance. Specifically, the fuselage connecting component 540 is bolted to the fuselage connecting section 510 and includes a first fuselage connecting component 541, a second fuselage connecting component 542, and a fixing hole 543. The first fuselage connecting component 541 is bolted to the fuselage connecting section 510 and forms an open-top box body enclosed by two long plates, two short plates, and a bottom plate. The box body is larger at the top and smaller at the bottom, and a accommodating cavity 5411 is formed within the box body. The second body connecting component 542 is located in the accommodating cavity 5411, specifically, fixed at the four corners of the first body connecting component 541. In the accommodating cavity 5411, the side surfaces of the two long plates of the first body connecting component 541 are partially raised, forming two pairs of second positioning components 5412. Four pairs of triangular plates 5413 are also provided in the accommodating cavity 5411. Along the direction of the protrusion of each pair of second positioning components 5412, they are connected to one side of each pair of triangular plates 5413. The bottom plate between each pair of second positioning components 5412 is thickened and fixedly connected to the other side of each pair of triangular plates 5413 to form the second body connecting component 542. Fixing holes 543 are opened on the bottom plate inside the accommodating cavity 5411. There are multiple fixing holes 543, some of which are located in the first body connecting component 541, and some of which are located in the second body connecting component 542. Correspondingly, a plurality of connection holes 512 are provided on the body connection section 510 to match the plurality of fixing holes 543. The bolts pass through the fixing holes 543 and the connection holes 512 in sequence to fix the body connection section 510 and the body connection component 540. The body connection section 510, the body connection component 540 and the fuselage 100 are fixedly connected by the body connection component 540. Figure 2 shown.

[0115] See also Figure 24 and Figure 26 As shown, in one embodiment of the present invention, the load-bearing capacity requirement of the middle connecting section 520 is not high, so the middle connecting section 520 adopts a high-density foam layer 521, and then the high-density foam layer 521 is wrapped in sequence by a carbon fiber wrapping layer 5123 and a glass cloth 51234, so that the middle connecting section 520 not only ensures the strength and stiffness of the UAV landing gear flat spring, but also has a light weight.

[0116] See also Figure 24 and Figure 26As shown, in one embodiment of the present invention, the wheel connection section 530 is located in the main starting wheel mounting area and is fixedly connected to the wheel 540. Specifically, the wheel 540 is bolted to the second wheel connection section 533. Since wheel loads in this area are transmitted through the wheel axle, the wheel connection section 530 utilizes a solid carbon fiber layer 531, which is then sequentially wrapped with a carbon fiber wrapping layer 5123 and a glass cloth 51234, ensuring high load-bearing capacity.

[0117] See also Figure 29 and Figure 30 As shown, in one embodiment of the present invention, an air inlet 600 includes an air inlet body 610. The end of the air inlet body 610 that connects to the engine air inlet is outwardly flanged to form a first connector 621 for connection to the fuselage 100. A second connector 622 extends outward along the circumference of the tube at a bend in the air inlet body 610 to connect to the fuselage. A rounded corner 611 is used at the sharp angle where the connector 620 and the air inlet body 610 meet to create a smooth transition. The air inlet body 610, the first connector 621, and the second connector 622 are integrally formed, reducing the number of parts required to secure the various components and the number of assembly locations, thereby reducing costs and the difficulty of achieving high assembly precision. The rounded corner 611 is used at the sharp angle where the connector 620 and the air inlet body 610 meet to create a smooth transition, thereby increasing the service life of the air inlet. The connector 620 includes a first connector 621 and a second connector 622.

[0118] See also Figures 29 to 32 As shown, in one embodiment of the present invention, a first connector 621 and a second connector 622 are mounted on the air intake body 610, ensuring the stability of the air intake body 610 while reducing the number of connectors. Based on the environment and position of the air intake body 610 within the aircraft, a chamfer 612 is provided on the second connector 622 to prevent the connectors from obstructing aircraft components. The connector 620 is fixedly connected to the fuselage using, for example, bolts, rivets, rivets, or glue, thereby securing the position of the air intake body 610 within the aircraft.

[0119] See also Figures 29 to 32As shown, in one embodiment of the present invention, the air intake duct 600 further includes a reinforcement member 630, which is fixedly connected to the air intake duct body 610 and the connector 620, respectively. The air intake duct body 610, the connector 620, and the reinforcement member 630 are integrally formed. The reinforcement member 630 includes a first reinforcement member 631 and a second reinforcement member 632. The first reinforcement member 631 is located at the acute angle where the connector 620 and the air intake duct body 610 meet, and is fixedly connected to the connector 620 and the air intake duct body 610, respectively. The first reinforcement member 631 is a triangular plate. The second reinforcement member 632 is located at the obtuse angle where the connector 620 and the air intake duct body 610 meet, and is fixedly connected to the connector 620 and the air intake duct body 610, respectively. The second reinforcement member 632 is a rectangular plate. Multiple first and second reinforcement members 631 and 632 are provided, and the first and second reinforcement members 631 and 632 enhance the stability of the air intake duct body 610. The reinforcement 630 also includes a third reinforcement 633, which is used in scenarios where the air inlet body 610 is shorter. Figure 33 shown.

[0120] See also Figure 33 As shown, the present invention also provides another embodiment of the air intake duct. Different from the previous embodiment, in this embodiment, the overall length of the air intake duct body 610A is shorter, and only one connecting piece 620A is required. Specifically,

[0121] At the inlet end of the air intake body 610A, near the air intake, the tube extends outward circumferentially to form a third connector 620A, which connects to the fuselage. Located at the end of the air intake body facing the engine air intake, one side of the tube extends outward to form a third reinforcement member 633, which is fixedly connected to the third connector 620A. The third reinforcement member 633 is a fan-shaped plate, and its fan-shaped curvature conforms to the concave curvature of the air intake body 610A. In this embodiment, the air intake body 610A, connector 620A, and third reinforcement member 633 are also integrally formed.

[0122] See also Figures 29 to 33As shown, in one embodiment of the present invention, the air intake duct 600 generally utilizes three molding processes. One involves using thin-walled metal plates and riveted profiles. This molding process presents issues such as poor rigidity, difficulty maintaining surface quality, increased riveting steps, and the weight of the connectors. Another involves using thick aluminum plates and machining them into integrally formed air intake panels. This type of integrally machined metal air intake duct offers excellent surface quality and overall rigidity and strength. However, due to the limitations of the machine tool's minimum processing thickness, the panel thickness is relatively thick, and material utilization is low during part manufacturing. Finally, with the widespread use of composite materials in aerospace, composite air intake ducts are increasingly being adopted. Composite air intake ducts require composite prepreg to be manually or mechanically applied to a mold, then heated and cured. This complicates mold manufacturing, requiring a segmented mold design for easier demolding and a complex manufacturing process. In this embodiment, the integrated molding process is achieved, for example, through 3D printing or injection molding.

[0123] See also Figure 34 and Figure 35 As shown, in one embodiment of the present invention, an engine mounting bracket 700 for the drone is also provided. The mounting bracket 700 includes a front support plate 710, a plurality of support beams 720, a rear support plate 730, and a positioning plate 740. The front support plate 710 is hollowed out to form weight-reducing holes 711 to reduce the weight of the mounting bracket 700. One end of the plurality of support beams 720 is bolted to the four corners of a side surface of the front support plate 710, and the other ends of the plurality of support beams 720 are arranged in a closed-end style. The rear support plate 730 is hollowed out to form mounting holes 731 to facilitate engine installation. One side surface of the rear support plate 730 is bolted to the other ends of the plurality of support beams 720, so that the front support plate 710, the plurality of support beams 720, and the rear support plate 730 enclose a storage space 7123, and the engine portion is located within the storage space 7123. The positioning plate 740 is positioned on the rear support plate 730 according to the engine's mounting position on the rear support plate 730. The positioning plate 740 is provided with a first positioning hole 741, which locates the engine's connection position. A second positioning hole 733 is provided on the rear support plate 730 according to the position of the first positioning hole 741. All components of the mounting bracket 700 are made of a reinforced high-strength aluminum alloy to further enhance the structural stability.

[0124] See also Figure 34 and Figure 35As shown, in one embodiment of the present invention, bosses 712 are provided at the four corners of the other side of the front support plate 710. Bosses 712 are flattened according to engine installation requirements. Engine body locating holes 7121 are defined in the bosses 712, which pass through the front support plate 710. Bolts pass through the engine body locating holes 7121, securing the front support plate 710 and the bosses 712 together.

[0125] See also Figure 34 and Figure 35 As shown, in one embodiment of the present invention, multiple support beams 720 include a first support beam 721, a second support beam 722, a third support beam 723, and a fourth support beam 724. The first support beam 721 and the second support beam 722 are located at one end of the front support plate 710 and are bolted to the front support plate 710 on either side. The third support beam 723 and the fourth support beam 724 are located symmetrically on the front support plate 710 with the first support beam 721 and the second support beam 722. That is, the three support beams 230 and the fourth support beam 724 are located at the other end of the front support plate 710 and are bolted to the front support plate 710 on either side. Each support beam includes a support plate 725, a first stabilizer 726, and a second stabilizer 727. The support plate 725 includes a base plate 7251 and a spine plate 7252. One side of the spine plate 7252 is fixedly connected to a side surface of the base plate 7251. The spine plate 7252 divides the side surface of the base plate 7251 into a first plane 7253 and a second plane 7254. The support plate 725 has a T-shaped cross-section. Multiple first stabilizers 726 are symmetrically fixed to the first plane 7253 and the second plane 7254. The two sides of the first stabilizers 726 are fixedly connected to the base plate 7251 and the spine plate 7252. Multiple second stabilizers 727 are located on the other side of the rear support plate 730. Their two sides are fixedly connected to the rear support plate 730, the other end of the support beam, and the other side of the base plate 7251. Specifically, the first stabilizers 726 and the second stabilizers 727 are multiple triangular plates to increase the stability of the structure of the multiple support beams 720.

[0126] See also Figure 34 and Figure 35 As shown, in one embodiment of the present invention, each support beam further includes a first pad 728 and a second pad 729. The first pad 728 is fixedly connected to one end of the support plate 725, and the second pad 729 is fixedly connected to the other end of the support plate 725. More specifically, a body positioning hole 7121 is also provided on the first pad 728. Bolts pass through the body positioning hole 7121, sequentially passing through the first pad 728, the front support plate 710, and the boss 712, thereby bolting the mounting bracket 700 to the fuselage 100 and reinforcing it through rivets.

[0127] See also Figure 34 and Figure 35 As shown, in one embodiment of the present invention, the rear support plate 730 is provided with a fixing hole 320 and a second positioning hole 733. Bolts pass through the fixing hole 320 to bolt the rear support plate 730 to the respective support beams. The position of the second positioning hole 733 is formed in the rear support plate 730 according to the position of the first positioning hole 741. Bolts pass through the second positioning hole 733 to bolt the rear support plate 730 to the engine. The first positioning hole 741 locates the connection between the engine and the rear support plate 730 and places the positioning plate 740 on the rear support plate 730 in the same position as the engine. The positioning plate 740 is used to precisely position the engine within the mounting bracket 700. Even if the engine is replaced, it can be fixed in the same position as the previous engine, meeting the high-precision engine installation requirements.

[0128] See also Figure 34 and Figure 35 As shown, in one embodiment of the present invention, during assembly, the first pad 728 and the front support plate 710 are bolted to the engine body at the boss 712. The rear support plate 730 is bolted to the engine by passing the bolt 500 through the second positioning hole 300.

[0129] It will be apparent to those skilled in the art that the present invention is not limited to the details of the exemplary embodiments described above and that the invention can be embodied in other specific forms without departing from the spirit or essential characteristics of the invention. Therefore, the embodiments should be considered in all respects as illustrative and non-restrictive, and the scope of the invention is defined by the appended claims rather than the foregoing description. It is intended that all variations within the meaning and range of equivalents of the claims be embraced herein, and any reference signs in the claims should not be construed as limiting the claims to which they relate.

[0130] The above-mentioned embodiments merely represent the implementation methods of the invention. The protection scope of the present invention is not limited to the above-mentioned embodiments. For those skilled in the art, several variations and improvements can be made without departing from the concept of the present invention, which all fall within the protection scope of the present invention.

Claims

1. A drone, characterized in that: It includes a fuselage (100), wings (200), a tail (300), control surfaces (400), landing gear springs (500) and an air intake (600). The fuselage (100) and the wings (200) can be quickly docked, and the tail (300) and the wings (200) can be quickly docked; the control surfaces (400) and the wings (200) can be quickly disassembled and assembled; the landing gear springs (500) are fixedly located in the belly of the fuselage (100), and optimize their own structures according to the force conditions; the air intake (600) is connected to the fuselage (100) and is integrally formed; The unmanned aerial vehicle further includes a first auxiliary device capable of quickly docking the fuselage (100) and the wings (200), including a first positioning rib (110) and a second positioning rib (120); the two ends of the first positioning rib (110) are respectively provided with a front fuselage positioning groove (111) and a rear fuselage positioning groove (112), and a blind hole (113) is provided thereon; the fuselage (100) includes a fuselage connecting frame (150), and one end of the fuselage connecting frame (150) is engaged with the front fuselage positioning groove (111) and the rear fuselage positioning groove (112); the two ends of the second positioning rib (120) are respectively provided with a front wing positioning groove (121) and a rear wing positioning groove (122), and a through hole (123) is provided thereon; the wings (200) include a wing connecting member ( 210), and one end of the wing connecting member (210) is engaged with the front wing positioning groove (121) and the rear wing positioning groove (122); The first auxiliary device further includes a first positioning member (130) and a docking member (140); one end of the first positioning member (130) is movably connected to the first positioning rib (110) through the blind hole (113), and the other end is movably connected to the second positioning rib (120) through the through hole (123); the docking member (140) is located between the first positioning rib (110) and the second positioning rib (120), and movably connects the fuselage connecting frame (150) and the wing connecting member (210); Each of the fuselage connecting frames (150) includes: A fuselage connecting piece (1511), one end of which is fixedly connected to the fuselage (100); A first clamping plate (1512), which is fixedly connected to the three sides of the fuselage connecting piece (1511) and protrudes from the three sides of the fuselage connecting piece (1511); the cross-section of the first clamping plate (1512) is in the shape of a "U", the bottom of the "U" is fixedly connected to the other end of the fuselage connecting piece (1511), and the opening direction of the "U" faces the fuselage (100); A first joint bushing (1513), two of the first joint bushings (1513) are located at the other end of the fuselage connecting piece (1511) and are respectively fixedly connected to both sides of the first clamping plate (1512); The stabilizing member (1514), at least two of the stabilizing members (1514) are located between the two first joint bushings (1513); one side of the stabilizing member (1514) is fixedly connected to the first joint bushing (1513), and the other side is fixedly connected to the first engaging plate.

2. The drone according to claim 1, characterized in that The fuselage connecting frame (150) includes a first fuselage connecting frame (151) and a second fuselage connecting frame (152). The first fuselage connecting frame (151) and the second fuselage connecting frame (152) are fixedly connected to the fuselage (100) in sequence. One end of the first positioning rib (110) is located inside the first fuselage connecting frame (151). The upper fuselage front positioning groove (1111) and the lower fuselage front positioning groove are respectively engaged with the first engaging plate (1512) of the first fuselage connecting frame (151); the other end of the first positioning rib (110) is located inside the second fuselage connecting frame (152). The upper fuselage rear positioning groove (1121) and the lower fuselage rear positioning groove (1122) are respectively engaged with the first engaging plate (1512) of the second fuselage connecting frame (152).

3. The drone according to claim 2, characterized in that Each of the wing connecting members (210) includes: A wing body (2111), one end of which is fixedly connected to the second positioning rib (120); A second engaging plate (2112), which is fixedly connected to the three sides of the wing body (2111) and protrudes from the three sides of the wing body (2111). The cross-section of the second engaging plate (2112) is in the shape of "凵", and the opening direction faces away from the fuselage connecting frame (150); Second joint bushings (2113), two of the second joint bushings (2113) are located at one end of the wing body (2111) and are respectively fixedly connected to both sides of the second engaging plate (2112).

4. The drone according to claim 3, characterized in that The wing connecting member (210) includes a first wing connecting member (211) and a second wing connecting member (212). The first wing connecting member (211) and the second wing connecting member (212) are fixedly connected to the second positioning rib (120) in sequence; one end of the second positioning rib (120) is located inside the first wing connecting member (211). The upper wing front positioning groove (1211) and the lower wing front positioning groove (1212) are respectively engaged with the second engaging plate (2112) of the first wing connecting member (211); the other end of the second positioning rib (120) is located inside the second wing connecting member (212). The upper wing rear positioning groove (1221) and the lower wing rear positioning groove (1222) are engaged with the second engaging plate (2112) of the second wing connecting member (212).

5. The drone according to claim 4, characterized in that: The blind hole (113) is located in the middle of the first positioning rib (110), the through hole (123) is located in the middle of the second positioning rib, and the blind hole (113) and the through hole (123) are respectively located on the opposite sides of the first positioning rib (110) and the second positioning rib (120).

6. The drone according to claim 5, characterized in that: The first positioning member (130) includes: A positioning pin (131), one end of which passes through the through hole (123) and the blind hole (113) in sequence; The cotter pin (132) is located on a side of the second positioning rib (120) away from the first positioning rib (110) and is movably connected to the other end of the positioning pin (131).

7. The drone according to claim 1, wherein: The UAV further comprises a second auxiliary device capable of quickly docking the wing (200) and the tail (300), comprising a connecting sleeve (220), a tail support rod (230) and a tail joint (240); one end of the connecting sleeve (220) is fixedly connected to the wing (200), and one end of the tail support rod (230) is connected to the other end of the connecting sleeve (220) by a bolt; one end of the tail joint (240) is fixedly connected to the tail (300), and the other end of the tail support rod (230) is connected to the other end of the tail joint (240) by a bolt.

8. The drone according to claim 1, wherein: The rudder surface (400) includes a rudder surface body (410), with mounting end ribs (420) pre-embedded at both ends of the rudder surface body (410) and a control rocker arm assembly (430) pre-embedded in the middle; the rudder surface body includes a skin (411), the interior of which is filled with foam, and the rudder surface body (410), the mounting end ribs (420) and the control rocker arm assembly (430) are cured and bonded together.

9. The drone according to claim 8, characterized in that The fixing plate (425) of the mounting end rib (420) is wrapped by the skin (411) and glued to the foam; the control rocker arm assembly (430) includes a rocker arm rib (431) and a control rocker arm (432); the rocker arm rib (431) is fixedly connected to one end of the control rocker arm (432), and is wrapped by the skin (411) and glued to the foam; the other end of the control rocker arm (432) protrudes from the rudder surface body (410) and is fixedly connected to the steering gear control rod (433); a joint bearing (440) is arranged on the mounting end rib (420), and is disassembled and assembled with the fuselage rudder surface mounting rib (460) through a stepped pin shaft (450) and a set screw (470).

10. The drone according to claim 9, characterized in that: The rudder surface body (410) includes a first rudder surface body (412) and a second rudder surface body (413); the mounting end rib (420) includes a first mounting end rib (421) and a second mounting end rib (422); one end of the first rudder surface body (412) is glued to the back side of the first mounting end rib (421); one end of the second rudder surface body (413) is glued to the front side of the second mounting end rib (422); and the other end of the first rudder surface body (412) is glued to the other end of the second rudder surface body (413).

11. The drone according to claim 10, characterized in that: The center lines of the joint bearings (440) of the first mounting end rib (421) and the second mounting end rib (422) are consistent with the rotation axis of the rudder surface body (410).

12. The drone according to claim 11, characterized in that: Each of the mounting end ribs (420) includes a mounting panel (4234) consisting of a semicircular plate (423) and a trapezoidal plate (424) extending outward on the diameter of the semicircular plate (423). The spherical bearing (440) is located on the semicircular plate (423). The middle of the trapezoidal plate (424) is hollowed out and protrudes to one side around the side of the mounting panel (4234) to form a fixing plate (425).

13. The drone according to claim 12, characterized in that: The rocker rib (431) includes a rocker plate (4311), a rocker mounting hole (4312) is provided on the rocker plate (4311), and a rocker fixing plate (4313) is formed along the side of the rocker plate (4311) and protrudes to one side. The rocker plate (4311) is in a "water drop" shape.

14. The drone according to claim 13, characterized in that: The operating rocker arm (432) includes a first operating rocker arm (4321) and a second operating rocker arm (4322); one end of the first operating rocker arm (4321) is bolted to the rocker arm rib (431) at the rocker arm mounting hole (4312), and the other end is fixedly connected to one end of the second operating rocker arm (4322), and the angle between the two is an obtuse angle.

15. The drone according to claim 8, characterized in that The skin (411) includes a central layer (4111), a reinforcement layer (4112) and a protective layer (4113); the two layers of the reinforcement layers (4112) are respectively glued to the upper and lower surfaces of the central layer (4111); and the protective layer (4113) is sprayed onto the outer surfaces of the two layers of the reinforcement layers (4112).

16. The drone according to claim 15, characterized in that: The central layer (4111) is made of glass or aramid fiber woven material; the reinforcing layer (4112) is made of aluminum foil material; and the protective layer (4113) is made of modified polyethylene plastic.

17. The drone according to claim 16, characterized in that: According to the force and load transfer requirements of the UAV, the thickness of the skin (411) is 0.8 to 1.2 mm.

18. The drone according to claim 1, wherein: The landing gear spring 500 comprises a body connecting section (510), an intermediate connecting section (520) and a wheel connecting section (530), wherein the two ends of the body connecting section (510) are respectively and sequentially fixedly connected to the intermediate connecting section (520) and the wheel connecting section (530), the body connecting section (510) comprises a glass fiber reinforced plastic solid layer (511), the intermediate connecting section (520) comprises a high-density foam layer (521), and the wheel connecting section (530) comprises a carbon fiber solid layer (531), and the surfaces of the glass fiber reinforced plastic solid layer (511), the high-density foam layer (521) and the carbon fiber solid layer (531) are sequentially wrapped with a carbon fiber wrapping layer (5123) and a glass cloth (51234).

19. The drone according to claim 18, characterized in that The body connecting section (510) is a rectangular block; the middle connecting section (520) is an arc-shaped rod; and the surface width of the middle connecting section (520) gradually narrows and the thickness gradually decreases from the body connecting section (510) to the wheel connecting section (530).

20. The drone according to claim 18, wherein: The wheel connecting section (530) includes a first wheel connecting section (532) and a second wheel connecting section (533); one end of the first wheel connecting section (532) is fixedly connected to the middle connecting section (520), and the other end is fixedly connected to the second wheel connecting section (533); the thickness of the first wheel connecting section (532) gradually increases from the end connected to the middle connecting section (520) to the end connected to the second wheel connecting section (533).

21. The drone according to claim 1, wherein: The air inlet (600) comprises an air inlet body (610), one end of the air inlet body (610) connected to the engine air inlet is turned outward to form a first connecting piece (621) connected to the fuselage (100), and a second connecting piece (622) connected to the fuselage (100) is extended outward along the circumference of the tube body at a turning position of the tube body of the air inlet body (610); at the acute angle where the connecting piece (620) and the air inlet body (610) are connected, a rounded corner (611) is used to smoothly transition the connection.

22. The drone according to claim 21, characterized in that The air intake duct (600) further includes a reinforcement member (630), wherein the reinforcement member (630) is fixedly connected to the air intake duct body (610) and the connecting member (620) respectively; the first connecting member (621), the second connecting member (622) and the reinforcement member (630) are integrally formed with the air intake duct body (610).

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