Rotor duct, aircraft, vehicle and method of controlling an aircraft

Abstract

The application discloses a rotor duct, an aircraft, a vehicle and a control method of the aircraft, and relates to the technical field of transportation. The rotor duct comprises a duct shell, a driving assembly and a rotor assembly. The rotor assembly comprises a front rotor and a rear rotor. The front rotor is connected with a front shaft section of a driving shaft of the driving assembly, and the rear rotor is connected with a rear shaft section of the driving shaft. A driving body of the driving assembly is used for driving the front rotor and the rear rotor to rotate simultaneously. In the case that the front rotor and the rear rotor rotate simultaneously along a first rotation direction, the rotor assembly is used for forming forward thrust. In the case that the front rotor and the rear rotor rotate simultaneously along a second rotation direction, the rotor assembly is used for forming backward thrust. The first rotation direction and the second rotation direction are opposite. The rotor duct can provide forward thrust or backward thrust by the front rotor and the rear rotor rotating simultaneously along the first rotation direction or the second rotation direction, so that different yawing moment conditions of the aircraft in the case of failure of different power components can be coped with, and the aircraft can keep a yawing attitude.

Description

TECHNICAL FIELD

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

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

[0003] However, for multi-rotor aircrafts with fewer rotors (such as quadcopters or hexacopters), the imbalance of rotor torque caused by the failure of a single power component has a greater impact, which is difficult to balance through changes in other rotors, thereby causing the aircraft to be unable to maintain the yaw attitude, i.e., the flight altitude can be maintained but the aircraft rotates in place. At this time, an additional auxiliary yaw device is needed to maintain the yaw attitude of the aircraft to avoid the aircraft rotating in place. SUMMARY

[0004] The main purpose of the present application is to provide a rotor duct to maintain the yaw attitude of the aircraft.

[0005] To achieve the above-mentioned purpose, the rotor duct provided by the present application is used to provide a yaw torque to the aircraft, and the rotor duct comprises a duct shell, a driving assembly and a rotor assembly. The duct shell is used to connect the flight body of the aircraft. The duct shell has a flow channel with a front opening and a rear opening arranged oppositely. The front opening is used to face the front side of the aircraft in the direction of travel. The driving assembly comprises a driving body and a driving shaft. The driving body is arranged in the flow channel and connected with the duct shell. The driving shaft comprises a front shaft segment and a rear shaft segment. The front shaft segment is arranged on the side of the driving body facing the front opening, and the rear shaft segment is arranged on the side of the driving body facing the rear opening. The rotor assembly comprises a front rotor and a rear rotor. The front rotor is connected with the front shaft segment, and the rear rotor is connected with the rear shaft segment. The driving body is used to drive the front rotor and the rear rotor to rotate simultaneously. In the case that the front rotor and the rear rotor rotate along a first rotation direction simultaneously, the rotor assembly is used to form a forward thrust. In the case that the front rotor and the rear rotor rotate along a second rotation direction simultaneously, the rotor assembly is used to form a rearward thrust. The first rotation direction and the second rotation direction are opposite.

[0006] The present application also provides an aircraft, which comprises a flight body, flight rotors and the above-mentioned rotor duct. The top of the flight body is spaced apart and provided with a plurality of flight rotors.

[0007] Optionally, the aircraft comprises two of the rotor nacelles, which are arranged on the left and right sides of the flight body in the direction of travel, respectively; the drive shaft of the rotor nacelle is arranged parallel to the horizontal plane, and the center line of rotation of the flight rotor intersects the horizontal plane.

[0008] The application further provides a vehicle, which comprises a land vehicle and the above-mentioned aircraft, and the land vehicle is used for carrying the aircraft.

[0009] The application further provides a control method of an aircraft, which is used for controlling the above-mentioned aircraft, and the control method comprises the following steps:

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

[0011] According to the working states of the flight rotors, one of the rotor nacelles generates forward thrust, and the other of the rotor nacelles generates backward thrust.

[0012] The technical scheme of the application sets the rotor nacelle to comprise a nacelle shell, a drive assembly and a rotor assembly, the drive assembly comprises a drive body and a drive shaft, the drive shaft comprises a front shaft segment and a rear shaft segment, the rotor assembly comprises a front rotor and a rear rotor, the front rotor is connected with the front shaft segment, and the rear rotor is connected with the rear shaft segment; the drive body is used for driving the front rotor and the rear rotor to rotate simultaneously, in the case that the front rotor and the rear rotor rotate simultaneously along a first rotation direction, the rotor assembly is used for forming forward thrust; in the case that the front rotor and the rear rotor rotate simultaneously along a second rotation direction, the rotor assembly is used for forming backward thrust, the first rotation direction and the second rotation direction are opposite; therefore, the rotor nacelle can provide forward thrust or backward thrust by the front rotor and the rear rotor rotating simultaneously along the first rotation direction or the second rotation direction, so as to cope with different yawing moment situations when different power components of the aircraft fail, which is beneficial to the aircraft to maintain a yawing attitude and has a larger application range; in addition, the front rotor and the rear rotor are connected with the drive shaft respectively, so as to be driven simultaneously by the drive assembly, and the difference between the power requirements of the drive assembly in different working conditions of the drive rotor assembly rotating along the first rotation direction and the second rotation direction is small, which reduces the range of the required performance of the drive assembly, reduces the special design requirements of the drive assembly, and is beneficial to reducing the design cost of the drive assembly. BRIEF DESCRIPTION OF DRAWINGS

[0013] In order to more clearly illustrate the technical schemes in the embodiments of the application or the prior art, the following will briefly introduce the drawings needed to be used in the embodiments or the prior art description. Obviously, the drawings in the following description are only some embodiments of the application, and other drawings can be obtained by those skilled in the art without any creative effort.

[0014] Figure 1 A use schematic view of an embodiment of the vehicle provided in the present application;

[0015] Figure 2 A structure schematic view of an embodiment of the aircraft provided in the present application;

[0016] Figure 3 A use schematic view of another embodiment of the aircraft provided in the present application;

[0017] Figure 4 Another use schematic view of another embodiment of the aircraft provided in the present application;

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

[0019] Figure 6 A perspective schematic view of an embodiment of the rotor duct provided in the present application;

[0020] Figure 7 Another perspective schematic view of an embodiment of the rotor duct provided in the present application;

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

[0022] Figure 9 A sectional view of the front rotor in an embodiment of the rotor duct provided in the present application;

[0023] Figure 10 A perspective schematic view of the blade in an embodiment of the rotor duct provided in the present application;

[0024] Figure 11 A sectional view of the blade in an embodiment of the rotor duct provided in the present application;

[0025] Figure 12 A partial sectional view of the duct shell in an embodiment of the rotor duct provided in the present application;

[0026] Figure 13 A partial schematic view of the rotor duct provided in the present application; Figure 5 at A;

[0027] Figure 14 A front view of the fairing blade in an embodiment of the rotor duct provided in the present application;

[0028] Figure 15 A perspective schematic view of the fairing blade in an embodiment of the rotor duct provided in the present application;

[0029] Figure 16The schematic diagram of steps of an embodiment of the control method of the aircraft provided in the present application.

[0030] Brief Description of the Drawings

[0031] 10, aircraft; 11, flight body; 12, flight rotor; 20, land vehicle;

[0032] 300, rotor duct;

[0033] 310, duct shell; 311, flow passage; 312, front opening; 313, rear opening; 314, cavity section; 315, contraction section; 316, circumferential stiffener; 317, outer flange; 318, axial stiffener; 319, lug;

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

[0035] 330, front rotor; 331, hub; 3311, mounting groove; 3312, bottom wall surface; 3313, accommodating groove; 3314, weight-reducing groove; 3315, stiffener plate; 332, blade; 3321, first leading edge portion; 3322, first trailing edge portion; 3323, maximum camber region; 333, fairing;

[0036] 340, rear rotor;

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

[0038] The implementation, functional features and advantages of the present application will be further described with reference to the embodiments and the accompanying drawings. DETAILED DESCRIPTION

[0039] The technical solutions in the embodiments of the present application will be clearly and completely described with reference to the accompanying drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, rather than all the embodiments of the present application. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative work fall within the protection scope of the present application.

[0040] It should be noted that if the directionality indication (such as up, down, left, right, front, back, etc.) is involved in the embodiments of the present application, the directionality indication is only used to explain the relative position relationship, movement condition, etc. between components in a certain posture, and if the certain posture changes, the directionality indication also changes accordingly.

[0041] In addition, if the description of "first", "second", etc. is involved in the embodiments of the present application, the description of "first", "second", etc. is only for the purpose of description, and cannot be understood as indicating or implying the relative importance of the indicated technical features or implicitly indicating the number of the indicated technical features. Therefore, the features limited by "first", "second" can be explicitly or implicitly included at least one of the features. In addition, "and / or" or "and / or" appears throughout the text, which means that the three parallel schemes are included, for example, "A and / or B" includes A scheme, or B scheme, or A and B scheme. In addition, the technical solutions of each embodiment can be combined with each other, but it must be based on the realization of ordinary skilled in the art, when the combination of technical solutions appears contradictory or unachievable, it should be considered that the combination of technical solutions does not exist, nor within the scope of protection claimed by the present application.

[0042] The power component (rotor or electric drive) failure of the multicopter is a typical failure form of the multicopter and one of the main reasons for the crash of the multicopter. In recent years, with the development of multicopter fault-tolerant control technology, even if multiple power components fail, the multicopter can still maintain the flight height without falling.

[0043] However, for the multicopter with fewer rotors (such as four-rotor or six-rotor multicopters), the influence of the imbalance of the rotor torque caused by the failure of a single power component is greater, and it is difficult to balance through the change of other rotors, thereby causing the multicopter to be unable to maintain the yaw attitude, that is, the flight height can be maintained but the multicopter rotates in place. At this time, an additional auxiliary yaw device needs to be used to maintain the yaw attitude of the multicopter and avoid the rotation of the multicopter in place.

[0044] Therefore, the present application proposes a rotor duct, a multicopter, a vehicle, and a control method of the multicopter, to facilitate the maintenance of the yaw attitude of the multicopter.

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

[0046] The aircraft 10 can include a flight body 11, flight rotors 12 and rotor ducts 300. The flight body 11 can be configured to carry a cabin, which can be used to carry passengers or cargo. In addition, the top of the flight body 11 is spaced apart from a plurality of flight rotors 12. The top of the flight body 11 can be provided with a rack, which can include arms, and the flight rotors 12 can be arranged at the ends of the arms away from the flight body 11. For example, in the embodiment of Figure 2 , the rack at the top of the flight body 11 includes six arms, and the ends of the six arms are respectively provided with six flight rotors 12. Of course, referring to Figure 3 and Figure 4 , the rack at the top of the flight body 11 can include four arms, and the ends of the four arms are respectively provided with four flight rotors 12.

[0047] The rotation center line of the flight rotor 12 is used to intersect with the horizontal plane, which can be the XY plane in Figure 3 , Figure 4 . It can be understood that the rotation center line of the flight rotor 12 is not parallel to the horizontal plane, for example, the rotation center line of the flight rotor 12 is perpendicular to the horizontal plane or is inclined relative to the horizontal plane, thereby providing flight power for the aircraft 10.

[0048] In addition, referring to Figure 1 and Figure 2 , or referring to Figure 3 and Figure 4 , the aircraft 10 can also include two rotor ducts 300 for providing yawing moment to the aircraft 10. The two rotor ducts 300 are arranged on the left and right sides of the flight body 11 in the direction of travel, for example, the left and right sides in the Y direction in the figure, so that the center of gravity of the aircraft 10 is more centered, thereby reducing the additional rotational moment caused by the center of gravity of the aircraft 10. The drive shaft of the rotor duct 300 is parallel to the horizontal plane, which can be understood as the rotor duct 300 for providing thrust parallel to the horizontal plane. Referring to Figure 1 and Figure 2 , the rotor duct 300 can be arranged on the arm included in the above-mentioned rack, and the rotor duct 300 can also be connected to the above-mentioned flight body 11.

[0049] Of course, the aircraft 10 can also include only one rotor duct 300, which can be arranged on the left or right side of the flight body 11 in the direction of travel, and the aircraft 10 can be kept in balance by adjusting the counterweight and the like.

[0050] For the rotor aircraft 10, referring to Figure 3, the flight rotors 12 of the aerial vehicle 10 are usually in pairs; and, one of the flight rotors 12 in a pair rotates forwardly while the other one rotates reversely to balance the torque of the aerial vehicle 10 as a whole. When one of the flight rotors 12 fails, for example Figure 3 , the flight rotor 12 in the upper left corner of the aerial vehicle 10 in FIG. 1 fails, all the flight rotors 12 are unbalanced in the torque of the aerial vehicle 10 as a whole, for example Figure 3 , the remaining three flight rotors 12 are counterclockwise in the torque of the aerial vehicle 10 as a whole; for the aerial vehicle 10 with a small number of flight rotors 12 such as quadcopters, hexacopters, etc., in order to ensure that the aerial vehicle 10 as a whole can provide the lift and other power parameters, the aerial vehicle 10 is also not convenient to shut down the other one of the flight rotors 12 in the pair, at this time the aerial vehicle 10 as a whole may spin in place.

[0051] In order to maintain the yaw attitude of the aerial vehicle and avoid the aerial vehicle spinning in place, referring to Figure 5 , Figure 6 and Figure 7 , the rotor duct 300 of the aerial vehicle 10 includes a duct shell 310, a driving assembly 320 and a rotor assembly, the duct shell 310 is connected to the flight body 11 of the aerial vehicle 10; in some embodiments, referring to Figure 5 and Figure 6 , the outer side of the duct shell 310 can be provided with an ear plate 319, so as to be connected to the flight body 11 through the ear plate 319, for example, the flight body 11 can be connected through the above-mentioned arm. The duct shell 310 has a flow passage 311, the flow passage 311 has oppositely arranged front and rear openings 312 and 313, the front opening 312 is used to face the front side of the aerial vehicle 10 in the direction of travel. For example, the duct shell 310 can be a hollow cylindrical structure, or the duct shell 310 can be provided as a cylinder structure, etc.

[0052] The driving assembly 320 includes a driving body 321 and a driving shaft, wherein the driving body 321 can be provided as a housing including a driving motor, a stator and a rotor, etc., and the driving shaft can be provided as a motor shaft connected with the rotor and necessary transmission shafts, etc. The driving body 321 is arranged in the flow passage 311 and connected with the duct shell 310, wherein the driving body 321 can be indirectly connected with the duct shell 310 through other structures, or the driving body 321 can be directly connected with the duct shell 310.

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

[0054] In addition, the driving shaft includes a front shaft section and a rear shaft section, the front shaft section is arranged at a side of the driving body 321 facing the front opening 312, and the rear shaft section is arranged at a side of the driving body 321 facing the rear opening 313. It can be understood that the front shaft section and the rear shaft section are respectively a part of the driving shaft facing forward and backward. Referring to Figure 5 , the rotor assembly includes a front rotor 330 and a rear rotor 340, the front rotor 330 is connected with the front shaft section, and the rear rotor 340 is connected with the rear shaft section, so that the front rotor 330 and the rear rotor 340 can be rotated simultaneously by the driving shaft, and the rotation directions of the front rotor 330 and the rear rotor 340 relative to the driving shaft are the same. It can be understood that the front rotor 330 and the rear rotor 340 can respectively include a plurality of blades, for example, respectively include a plurality of paddles 332 described below.

[0055] The driving body 321 is used to drive the front rotor 330 and the rear rotor 340 to rotate simultaneously, in the case that the front rotor 330 and the rear rotor 340 rotate simultaneously along a first rotation direction, the rotor assembly is used to form a forward thrust; in the case that the front rotor 330 and the rear rotor 340 rotate simultaneously along a second rotation direction, the rotor assembly is used to form a rearward thrust, the first rotation direction and the second rotation direction are opposite.

[0056] For example, the first rotation direction can be set as clockwise direction, and the second rotation direction can be set as counterclockwise direction. Specifically, the front rotor 330 can be made to rotate forward relative to its own axis and the rear rotor 340 can be made to rotate reverse relative to its own axis when the front rotor 330 and the rear rotor 340 rotate simultaneously in the first rotation direction, and the efficiency of the forward rotation of the front rotor 330 can be made to be greater than the efficiency of the reverse rotation of the rear rotor 340; in addition, the rear rotor 340 can be made to rotate forward relative to its own axis and the front rotor 330 can be made to rotate reverse relative to its own axis when the front rotor 330 and the rear rotor 340 rotate simultaneously in the second rotation direction, and the efficiency of the forward rotation of the rear rotor 340 can be made to be greater than the efficiency of the reverse rotation of the front rotor 330. Thus, the required power and other equivalent performance of the driving assembly as a whole are less different for the two working conditions that the front rotor 330 and the rear rotor 340 rotate simultaneously in the first rotation direction and the front rotor 330 and the rear rotor 340 rotate simultaneously in the second rotation direction.

[0057] Furthermore, at least one of the front rotor 330 and the rear rotor 340 can include a hub 331 and a blade 332; referring to Figure 5 and Figure 8 For example, the front rotor 330 and the rear rotor 340 can respectively include a hub 331 and a blade 332. The hub 331 is connected with the front shaft section or the rear shaft section, and the blade 332 is connected with the hub 331. The surface of the blade 332 facing away from the surface of the driving body 321 is set as convex surface, and the surface of the blade 332 facing toward the surface of the driving body 321 is set as concave surface, so that the rotor channel 300 can form forward thrust or backward thrust by changing the rotation direction of the front rotor 330 and the rear rotor 340. The front rotor 330 and the rear rotor 340 can respectively include a plurality of blades 332 arranged in array, and each blade 332 is fixedly connected with the corresponding hub 331, for example, by mortise and tenon structure, gluing, rivet, screw and the like. Of course, the hub 331 and the blade 332 can be integrally formed, for example, by die casting.

[0058] In the case where the duct housing 310 is provided in a cylindrical shape, the duct housing 310, the drive shaft of the drive body 321, the front rotor 330, and the rear rotor 340 can be coaxially provided; it can be understood that, in the case of being coaxially provided with the duct housing 310, the front rotor 330 and the rear rotor 340 rotate about the same axis. Further, the duct housing 310, the drive assembly, the front rotor 330, and the rear rotor 340 can be coaxially provided. In addition, the above-mentioned drive shaft can be provided as an integral shaft body, and the above-mentioned drive shaft can also be connected by a plurality of shaft segments, wherein the plurality of shaft segments can be connected by means of spline, key, interference, circumferential screw, etc. In addition, the drive shaft and the front rotor 330, the rear rotor 340 can also be connected by means of spline, key, interference, circumferential screw, etc.

[0059] The above-mentioned aircraft 10 flies in the air, and the aircraft 10 with four flight rotors 12 in Figure 3 For example, the aircraft 10 with four flight rotors 12 in the above-mentioned aircraft 10, wherein the yaw moment direction of each flight rotor 12 to the aircraft 10 is shown by the arrow in the figure; when the four flight rotors 12 are normally working, the yaw moments of the four flight rotors 12 can cancel each other out.

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

[0061] Similarly, referring to Figure 4 In the case where the power component of the right front flight rotor 12 fails, the aircraft 10 needs additional counterclockwise yaw force to balance, then the left rotor duct 300 can be made to rotate reversely to generate a Y-axis negative direction thrust F3, and the right rotor duct 300 can be made to rotate forward to generate a Y-axis positive direction thrust F4, thereby generating an additional counterclockwise yaw moment to balance the aircraft 10.

[0062] According to the above analysis, in the above-mentioned embodiment, the rotor duct 300 can provide forward or rearward thrust by simultaneously rotating the front rotor 330 and the rear rotor 340 in the first rotation direction or the second rotation direction, thereby being able to cope with different yaw moment situations of the aircraft 10 when different power components fail (for example Figure 3 The case where additional clockwise yaw moment is needed in Figure 4In the case of additional counterclockwise yawing moment, the aircraft 10 can maintain the yawing attitude and has a larger applicable range (for example, it can be applicable to Figure 3 or Figure 4 In the case of failure of different flight rotors 12; in addition, the front rotor 330 and the rear rotor 340 are connected to the driving shaft, so that they can be simultaneously driven by the driving assembly 320, thereby facilitating the driving assembly 320 to have a smaller difference in power requirement in different working conditions (for example, in different working conditions of the driving rotor assembly rotating in the first rotation direction and the second rotation direction), reducing the range of the required performance of the driving assembly 320, reducing the special design requirements of the driving assembly 320, and facilitating the reduction of the design cost of the driving assembly 320.

[0063] In some embodiments, referring to Figure 8 , Figure 10 and Figure 11 wherein Figure 11 shows a cross-sectional view of the blade 332 in an embodiment of the rotor duct 300, and the position of the cross-sectional view can refer to the position of the cross-section B in Figure 10 The blade 332 includes oppositely arranged first leading edge portion 3321 and first trailing edge portion 3322, for example, the first leading edge portion 3321 and the first trailing edge portion 3322 are oppositely arranged in the left-right direction in Figure 11 In addition, the average thickness of the first leading edge portion 3321 can be greater than the average thickness of the first trailing edge portion 3322, thereby facilitating the improvement of the aerodynamic efficiency of the rotor duct 300 when the rotor duct 300 forms forward thrust or rearward thrust by changing the rotation direction of the front rotor 330 and the rear rotor 340.

[0064] In some embodiments, referring to Figure 11 The distance from the maximum curvature region 3323 of the blade 332 facing away from the surface of the driving body 321 to the first leading edge portion 3321 is less than the distance to the first trailing edge portion 3322, for example Figure 11 The maximum curvature region 3323 is closer to the first leading edge portion 3321 on the left side of the figure in

[0065] In some embodiments, referring to Figure 11 The end surface of the first trailing edge portion 3322 facing away from the first leading edge portion 3321 is arranged as an arc surface and protrudes outward, for example Figure 11The right end surface of the first rear edge portion 3322 is provided as an arc surface and protrudes outward, for example, the end surface can be provided as a circular arc surface. In this embodiment, the end surface of the first rear edge portion 3322 facing away from the first front edge portion 3321 is provided as an arc surface and protrudes outward, which is beneficial to improve the degree of flow separation of the air flow when the paddle 332 is reversely rotated.

[0066] It can be understood that, with reference to Figure 10 and Figure 11 , the cross-sectional shape of the paddle 332 can be obtained by lofting or the like. Alternatively, the cross-sectional shape of the paddle 332 can be obtained by existing parameterized modeling, specifically, the size and angle of the airfoil can be taken as parameter variables, the aerodynamic performance of forward rotation and reverse rotation can be taken as optimization targets, and optimization calculation can be performed in the existing computational fluid dynamics function to obtain the optimal airfoil size and angle at each cross-sectional position. The airfoil of the paddle 332 can be selected from the international standard basic airfoil, and the CST (Class Shape Function Transformation) method is used to parameterize the airfoil, for example, the airfoil parameters such as the front edge radius, the maximum camber position, and the rear edge fillet radius are optimized.

[0067] In some embodiments, with reference to Figure 9 , the side surface of the hub 331 facing the driving body 321 is provided with a mounting groove 3311, for example Figure 9 , the lower surface of the hub 331 is provided with the mounting groove 3311; wherein the mounting groove 3311 can be understood as a structure recessed with respect to the surface of the hub 331. In addition, the cross-sectional area of the mounting groove 3311 decreases in the direction away from the driving body 321, for example, the cross-sectional area of the mounting groove 3311 decreases in the upward direction in Figure 9 ; wherein the cross-sectional area of the mounting groove 3311 is perpendicular to the axis of the driving shaft. Wherein the mounting groove 3311 can be provided as a frustum-shaped groove, a trapezoidal groove or a conical groove in whole. In addition, the end of the driving shaft extends into the mounting groove 3311, for example, it is understood that the end of the driving shaft is mounted into the mounting groove 3311.

[0068] In this embodiment, the cross-sectional area of the mounting groove 3311 decreases in the direction away from the driving body 321, so that the side wall surface of the mounting groove 3311 can guide the end of the driving shaft, for example, the mounting groove 3311 can guide the end of the driving shaft through the left and right wall surfaces in Figure 9 , thereby improving the mounting efficiency of the driving shaft and the hub 331.

[0069] In some embodiments, the bottom wall surface 3312 of the mounting groove 3311 is provided opposite to the driving body 321; with reference to Figure 9The bottom wall surface 3312 of the mounting groove 3311 is provided with a receiving groove 3313, the cross-sectional area of the receiving groove 3313 is smaller than the area of the bottom wall surface 3312 of the mounting groove 3311, and the cross section of the receiving groove 3313 is perpendicular to the axis of the drive shaft; it can be understood that the bottom wall surface 3312 and the receiving groove 3313 form a stepped structure. Wherein, referring to Figure 9 The receiving groove 3313 can penetrate through the hub 331; of course, the receiving groove 3313 can not penetrate through the hub 331, and the present embodiment does not limit this.

[0070] Correspondingly, the drive shaft can include a body shaft segment and a necked segment, the necked segment is connected with the end face of the body shaft segment, the cross-sectional area of the necked segment is smaller than the cross-sectional area of the body shaft segment, and it can be understood that the end of the drive shaft forms a stepped structure; the end of the body shaft segment is accommodated in the mounting groove 3311, the end of the body shaft segment abuts against the bottom wall surface 3312 of the mounting groove 3311, and the necked segment is accommodated in the receiving groove 3313; it can be understood that the stepped structure of the end of the drive shaft is connected with the stepped structure of the receiving groove 3313, thereby improving the connection stability of the drive shaft and the hub 331.

[0071] In some embodiments, referring to Figure 8 and Figure 9 At least one of the side surface of the hub 331 facing the drive body 321 and the side surface of the hub 331 away from the drive body 321 is provided with at least two spaced apart lightening grooves 3314, for example, the side surface of the hub 331 facing the drive body 321 and the side surface of the hub 331 away from the drive body 321 are respectively provided with at least two spaced apart lightening grooves 3314; wherein, the lightening grooves 3314 are arranged in the circumferential direction of the drive shaft, thereby facilitating the reduction of the overall weight of the hub 331 through the lightening grooves 3314, and reducing the overall flight load of the aircraft 10. In addition, the solid part of the above-mentioned hub 331 between the adjacent two lightening grooves 3314 forms a reinforcing rib plate 3315, thereby improving the overall structural strength of the hub 331 through the formed reinforcing rib plate 3315.

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

[0073] In some embodiments, the fairing 333 can be provided in a semi-spherical shell shape so as to reduce the flight load of the aircraft 10 by reducing the energy of the airflow; further, the shape of the outer surface of the fairing 333 can be obtained by a Bezier curve and aerodynamic optimization. The fairing 333 can be connected to the hub 331 by fasteners such as screws or bolts.

[0074] It can be understood that, with reference to Figure 5 , the front rotor 330 and the rear rotor 340 can have the same shape of the hub 331, the blade 332, and the fairing 333, but the installation directions of the hub 331, the blade 332, and the fairing 333 of the front rotor 330 and the rear rotor 340 are opposite, so that the rotor duct 300 has the same or relatively close aerodynamic thrust in the case of the front rotor 330 and the rear rotor 340 rotating in the first rotation direction at the same time and in the case of the front rotor 330 and the rear rotor 340 rotating in the second rotation direction at the same time, thereby facilitating the driving assembly 320 to be driven at the same or relatively close power, further reducing the special design requirements of the driving assembly 320, and more facilitating the reduction of the design cost of the driving assembly 320.

[0075] In some embodiments, with reference to Figure 12 and Figure 13 , the duct shell 310 can include a cavity section 314 and a contraction section 315, and the contraction section 315 forms the front opening 312 or the rear opening 313; for example, the two ends of the cavity section 314 can be respectively provided with the contraction section 315, and the two contraction sections 315 form the front opening 312 and the rear opening 313, respectively, so that the airflow efficiency of the airflow entering from the front opening 312 and the rear opening 313 is relatively close, thereby making the power requirement of the driving assembly 320 less different, and facilitating the reduction of the design cost of the driving assembly 320.

[0076] In this embodiment, the driving body 321 and the rotor assembly are arranged in the cavity section 314; in addition, the inner diameter of at least part of the contraction section 315 decreases in the direction towards the driving body 321, for example Figure 12 the inner diameter of at least part of the contraction section 315 at the upper end decreases in the upward direction, Figure 12 the inner diameter of at least part of the contraction section 315 at the lower end decreases in the downward direction.

[0077] In this embodiment, the inner diameter of at least part of the contraction section 315 decreases in the direction towards the driving body 321, so that the contraction section 315 can play a stream-following role on the airflow, thereby facilitating the improvement of the aerodynamic performance of the rotor duct 300.

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

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

[0080] In some embodiments, referring to Figure 5 and Figure 12 , the two ends of the cavity section 314 are respectively provided with circumferential reinforcing ribs 316, thereby respectively responding to the pressure changes caused by the front rotor 330 and the rear rotor 340, thereby further reducing the structural vibration of the cavity section 314, and further improving the flight stability of the corresponding aircraft 10.

[0081] In some embodiments, referring to Figure 5 and Figure 12 , the outer side of the cavity section 314 is further provided with an axial reinforcing rib 318 extending along the axial direction of the drive shaft, for example, extending along the up-down direction of Figure 12 .

[0082] According to the above analysis, the air pressure of the cavity section 314 is different in the axial direction, so the wall plate of the cavity section 314 is subjected to different forces in the axial direction. This embodiment is advantageous in improving the structural strength of the wall plate of the cavity section 314 in the axial direction, reducing the risk of vibration of the cavity section 314, and improving the flight stability of the corresponding aircraft 10.

[0083] Further, the two ends of the axial reinforcing rib 318 can be respectively connected to two circumferential reinforcing ribs 316, for example, the upper and lower ends of the axial reinforcing rib 318 are respectively connected to two circumferential reinforcing ribs 316 in Figure 12 , thereby further improving the overall structural strength of the cavity section 314 by connecting the circumferential reinforcing ribs 316 through the axial reinforcing rib 318, thereby further reducing the structural vibration of the cavity section 314, and further improving the flight stability of the corresponding aircraft 10.

[0084] Further, referring to Figure 5 andFigure 13 , the circumferential reinforcing ribs 316 can be projected in the radial direction of the driving shaft, for example, projected in the left-right direction of the rotor 300, so that the projection of the circumferential reinforcing ribs 316 overlaps the projection of the front rotor 330 or the projection of the rear rotor 340; for example, the projection of the circumferential reinforcing ribs 316 at the upper end overlaps the projection of the front rotor 330, Figure 13 , the circumferential reinforcing ribs 316 can be projected in the radial direction of the driving shaft, for example, projected in the left-right direction of the rotor 300, so that the projection of the circumferential reinforcing ribs 316 overlaps the projection of the front rotor 330 or the projection of the rear rotor 340; for example, the projection of the circumferential reinforcing ribs 316 at the upper end overlaps the projection of the front rotor 330, Figure 12 , the circumferential reinforcing ribs 316 can be projected in the radial direction of the driving shaft, for example, projected in the left-right direction of the rotor 300, so that the projection of the circumferential reinforcing ribs 316 overlaps the projection of the front rotor 330 or the projection of the rear rotor 340; for example, the projection of the circumferential reinforcing ribs 316 at the upper end overlaps the projection of the front rotor 330, Figure 12 , the circumferential reinforcing ribs 316 can be projected in the radial direction of the driving shaft, for example, projected in the left-right direction of the rotor 300, so that the projection of the circumferential reinforcing ribs 316 overlaps the projection of the front rotor 330 or the projection of the rear rotor 340; for example, the projection of the circumferential reinforcing ribs 316 at the upper end overlaps the projection of the front rotor 330,

[0085] , the circumferential reinforcing ribs 316 can be projected in the radial direction of the driving shaft, for example, projected in the left-right direction of the rotor 300, so that the projection of the circumferential reinforcing ribs 316 overlaps the projection of the front rotor 330 or the projection of the rear rotor 340; for example, the projection of the circumferential reinforcing ribs 316 at the upper end overlaps the projection of the front rotor 330,

[0086] In some embodiments, referring to Figure 13 , the contraction section 315 and the cavity section 314 are separately arranged, the contraction section 315 is provided with a first annular step at one end thereof facing the cavity section 314, the cavity section 314 is provided with a second annular step at one end thereof facing the contraction section 315, and the first annular step is embedded with the second annular step, thereby facilitating the connection stability of the contraction section 315 and the cavity section 314; on the other hand, the contraction section 315 and the cavity section 314 are separately arranged, thereby facilitating the installation of the contraction section 315 with different shapes on the cavity section 314, thereby facilitating the adaptation to different aerodynamic thrust requirements and improving the application range of the rotor duct 300.

[0087] In addition, the first annular step is embedded with the second annular step, thereby facilitating the reduction of the connection gap between the contraction section 315 and the cavity section 314, facilitating the smoothness of the connection between the contraction section 315 and the cavity section 314, and thereby facilitating the smooth flow of the airflow. The first annular step and the second annular step can be fixed by riveting or the like.

[0088] In addition, the first annular step is embedded with the second annular step, thereby facilitating the reduction of the connection gap between the contraction section 315 and the cavity section 314, facilitating the smoothness of the connection between the contraction section 315 and the cavity section 314, and thereby facilitating the smooth flow of the airflow. The first annular step and the second annular step can be fixed by riveting or the like.

[0089] In some embodiments, referring to Figure 13 , the recess forming the first annular step extends to the end position of the inner diameter reduction of the contraction section 315, wherein the end position of the inner diameter reduction of the contraction section 315 refers to the position C in the figure.

[0090] In this embodiment, the recess forming the first annular step extends to the end position of the inner diameter reduction of the contraction section 315, so that the contraction section 315 forms a relatively sharp point at position C; after the contraction section 315 and the cavity section 314 are assembled in place, the relatively sharp point can be polished or ground, so as to facilitate the connection between the contraction section 315 and the cavity section 314 to be smoother and reduce the total amount of grinding, which is conducive to making the airflow flow more smoothly.

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

[0092] In some embodiments, with reference to Figure 13 , the distance H from the outer end of the side of the rotor assembly facing away from the drive assembly 320 to the end position C of the inner diameter reduction of the contraction section 315 in the axial direction of the drive shaft, for example in the up-down direction of Figure 13 , is greater than or equal to 10 mm and less than or equal to 30 mm; for example, Figure 13 , the distance H from the outer end of the side of the rotor assembly facing away from the drive assembly 320 to the end position C of the inner diameter reduction of the contraction section 315 is greater than or equal to 10 mm and less than or equal to 30 mm, so as to facilitate the use of the airflow rectified by the contraction section 315 by the rotor assembly, thereby improving the aerodynamic performance of the rotor duct 300.

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

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

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

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

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

[0098] In some embodiments, referring to Figure 5 and Figure 14 The rotor duct 300 further comprises a plurality of fairing vanes 350, which are arranged in a direction around the drive body 321; the fairing vanes 350 are arranged between the inner wall surface of the duct shell 310 and the outer wall surface of the drive body 321, and the two sides of the fairing vanes 350 are respectively connected to the inner wall surface of the duct shell 310 and the outer wall surface of the drive body 321, thereby realizing the connection between the drive body 321 and the duct shell 310.

[0099] In this embodiment, the fairing vanes 350 can not only form a space for airflow to flow when connecting the drive body 321 and the duct shell 310, but also can regulate the airflow, which is beneficial to improve the aerodynamic performance of the rotor duct 300.

[0100] In some embodiments, referring to Figure 5 and Figure 14 ​, the rectification blade 350 includes a second leading edge portion 351 and a second trailing edge portion 352 oppositely arranged, the second leading edge portion 351 is towards the front opening 312, and the second trailing edge portion 352 is towards the rear opening 313; the length direction of the rectification blade 350 is arranged along the direction from the second leading edge portion 351 to the second trailing edge portion 352, and the second leading edge portion 351 and the second trailing edge portion 352 are symmetrically arranged relative to the length midpoint of the rectification blade 350, for example, the cross-sectional shape of the second leading edge portion 351 and the cross-sectional shape of the second trailing edge portion 352 can be symmetrically arranged relative to the length midpoint of the rectification blade 350, so as to have similar rectification effects for the airflow entering from the front opening 312 and the airflow entering from the rear opening 313, so as to make the airflow efficiency of the airflow entering from the front opening 312 and the rear opening 313 relatively close, thereby making the power requirement of the driving assembly 320 relatively small, and facilitating the reduction of the design and manufacturing cost of the driving assembly 320. It can be understood that, as an aerodynamic component, the shape of the cross section of the rectification blade 350 can be obtained by lofting or the like, so as to adjust the flow field inside the duct housing 310.

[0101] In some embodiments, referring to Figure 5 , the projection is along the radial direction of the driving shaft, for example, the projection is obtained Figure 5 ; the blades 332 included in the front rotor 330 are inclined to one side of the driving shaft, for example Figure 5 , the blades 332 included in the front rotor 330 are inclined to the right as a whole; the rectification blade 350 is inclined to the other side of the driving shaft, for example Figure 5 , the rectification blade 350 is inclined to the left as a whole, thereby improving the overall aerodynamic efficiency of the rotor duct 300.

[0102] In some embodiments, referring to Figure 14 and Figure 15 , the rectification blade 350 can be provided with a first positioning boss 353 on the side surface of the driving body 321; correspondingly, the outer surface of the driving body 321 is provided with a first positioning recess, and the first positioning boss 353 is embedded in the first positioning recess, thereby improving the installation and positioning efficiency of the rectification blade 350. Further, the first positioning boss 353 and the first positioning recess can be further fixed by structural glue, rivets or the like. In addition, the above-mentioned first positioning recess can be arranged on the central support body of the above-mentioned driving body 321. It can be understood that, in the case that the outer surface of the driving body 321 is arranged as a cylindrical surface and the rectification blade 350 is inclined relative to the driving shaft, the first positioning recess is in the shape of a nearly saddle-shaped special-shaped hole as a whole.

[0103] In some embodiments, referring to Figure 14 and Figure 15The second positioning boss 354 can be arranged on one side surface of the inner surface of the duct housing 310 facing the rectification blade 350. Correspondingly, the inner surface of the duct housing 310 is provided with a second positioning recess, and the second positioning boss 354 is embedded in the second positioning recess, thereby improving the installation and positioning efficiency of the rectification blade 350. Further, the second positioning boss 354 and the second positioning recess can be further fixed by structural glue, rivets, etc. It can be understood that in the case that the inner surface of the duct housing 310 is provided as a cylindrical surface and the rectification blade 350 is arranged obliquely relative to the driving shaft, the second positioning recess is in the shape of a saddle-shaped hole as a whole.

[0104] In some embodiments, referring to Figure 14 and Figure 15 , the rectification blade 350 is provided with a first side boss 355 on the surface facing the front opening 312 or the rear opening 313, and the first side boss 355 is arranged on one side of the rectification blade 350 facing the driving body 321. For example, the first side boss 355 can be arranged in an extending manner around the rectification blade 350, and the first side boss 355 abuts against the outer surface of the driving body 321, thereby increasing the contact area between the rectification blade 350 and the driving body 321, and improving the connection stability of the rectification blade 350 and the driving body 321.

[0105] In some embodiments, referring to Figure 14 and Figure 15 , the rectification blade 350 is provided with a second side boss 356 on the surface facing the front opening 312 or the rear opening 313, and the second side boss 356 is arranged on one side of the rectification blade 350 facing the inner surface of the duct housing 310. For example, the second side boss 356 can be arranged in an extending manner around the rectification blade 350, and the second side boss 356 abuts against the inner surface of the duct housing 310, thereby increasing the contact area between the rectification blade 350 and the duct housing 310, and improving the connection stability of the rectification blade 350 and the duct housing 310.

[0106] In some embodiments, the rectification blade 350 is internally provided with a wire routing space, and the first positioning boss 353 is provided with a first wire routing hole, and the wires of the driving body 321 are arranged in the first wire routing hole and the wire routing space in sequence, thereby reducing the interference of the wires of the driving body 321 on the airflow, and reducing the risk of damage to the wires of the driving body 321 by external objects. In addition, the internal wire routing space of the rectification blade 350 also helps to reduce the overall weight of the rectification blade 350, and helps to reduce the flight load of the corresponding aircraft 10. It can be understood that the wires of the driving body 321 can include power supply lines, signal transmission lines, etc.

[0107] In some embodiments, referring to Figure 15The second positioning boss 354 is provided with a second wire hole 357, and the wires of the driving body 321 are arranged in the wire space and the second wire hole 357 in sequence, so as to reduce the interference of the wires of the driving body 321 on the airflow, and reduce the risk of damage of the wires of the driving body 321 by external objects.

[0108] The wires of the driving body 321 can be connected with the electric control components or energy supply components outside the rotor duct 300 through the first wire hole, the wire space and the second wire hole 357.

[0109] In some embodiments, the cross-sectional area of the wire space is greater than the cross-sectional area of the first wire hole, and the cross-sectional area of the wire space and the cross-sectional area of the first wire hole are perpendicular to the radial direction of the driving shaft, so that the first positioning boss 353 and the first positioning recess can be arranged smaller relative to the wire space, and the smaller first positioning recess is beneficial to improve the structural strength of the driving body 321; in addition, the wire space can be arranged relatively large, which is beneficial to further reduce the overall weight of the rectification blade 350 and further reduce the flight load of the corresponding aircraft 10.

[0110] In some embodiments, the cross-sectional area of the wire space is greater than the cross-sectional area of the second wire hole 357, and the cross-sectional area of the wire space and the cross-sectional area of the second wire hole 357 are perpendicular to the radial direction of the driving shaft, so that the second positioning boss 354 and the second positioning recess can be arranged smaller relative to the wire space, and the smaller second positioning recess is beneficial to improve the structural strength of the duct shell 310; in addition, the wire space can be arranged relatively large, which is beneficial to further reduce the overall weight of the rectification blade 350 and further reduce the flight load of the corresponding aircraft 10.

[0111] In addition, with reference to Figure 16 The application also provides a control method of an aircraft 10, which is used for controlling the above-mentioned aircraft 10, and the control method comprises the following steps:

[0112] In step S100, the working states of all flight rotors 12 are obtained, for example, when the flight rotors 12 are driven by motors, the working states of the flight rotors 12 can be obtained by a current detection circuit and the like.

[0113] In step S200, based on the operating state of the flight rotor 12, one rotor duct 300 generates forward thrust, and the other rotor duct 300 generates backward thrust. This, through the two rotor ducts 300 generating forward and backward thrust respectively, helps to efficiently restore the torque balance of the aircraft 10. Furthermore, the simultaneous provision of thrust by both rotor ducts 300 helps reduce the power requirement of a single rotor duct 300, reduces the weight and volume of the drive components of a single rotor duct 300, and improves the overall compactness of the aircraft 10.

[0114] For example, refer to Figure 3 , corresponding to Figure 3 The rotation direction of each flight rotor 12, in the event of failure of the left front flight rotor 12, causes the left rotor duct 300 to generate a forward thrust F1 and the right rotor duct 300 to generate a backward thrust F2; of course, it can also refer to Figure 4 In the event of failure of the right front rotor 12, the right rotor duct 300 generates a forward thrust F4, and the left rotor duct 300 generates a backward thrust F3.

[0115] In some implementations, the above control method further includes the following steps:

[0116] Based on the operating status of all flight rotors 12, the current yaw moment of the flight body 11 is obtained. This can be understood as obtaining the overall yaw moment of all flight rotors 12, which can specifically include the magnitude and direction of the yaw moment. For example, the current yaw moment of the flight body 11 can be obtained through the aforementioned current detection circuit and other structures.

[0117] The step of causing one rotor duct 300 to generate forward thrust and the other rotor duct 300 to generate rearward thrust, based on the operating state of the rotor 12 (step S200 above), includes:

[0118] Based on the current yaw moment of the flight body 11, the magnitude and direction of the thrust of each rotor duct 300 are obtained, which helps the torque of the aircraft 10 to recover balance more quickly.

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

[0120] The above merely describes exemplary embodiments of the present application, and is not intended to limit the patent scope of the present application. Any equivalent structural transformation, direct / indirect application in other related technical fields, or the like, made based on the technical concept of the present application, using the content of the present application specification and drawings, is included in the patent protection scope of the present application.

Claims

1. A ducted rotor characterized in that, The rotor duct is used to provide yawing moment to the aircraft, and the rotor duct comprises: a duct shell connected to a flight body of the aircraft, the duct shell having a flow passage with oppositely arranged front and rear openings, the front opening being used to direct the flow towards the front side of the aircraft in the direction of travel; a drive assembly comprising a drive body and a drive shaft, the drive body being arranged in the flow passage and connected to the duct shell, the drive shaft comprising a front shaft section arranged at a side of the drive body facing the front opening and a rear shaft section arranged at a side of the drive body facing the rear opening; a rotor assembly comprising a front rotor connected to the front shaft section and a rear rotor connected to the rear shaft section; the drive body is used to drive the front rotor and the rear rotor to rotate simultaneously, the rotor assembly is used to form forward thrust when the front rotor and the rear rotor rotate in a first rotation direction, and the rotor assembly is used to form rearward thrust when the front rotor and the rear rotor rotate in a second rotation direction, the first rotation direction being opposite to the second rotation direction.

2. The ducted rotor of claim 1, wherein, At least one of the front rotor and the rear rotor comprises a hub connected to the front shaft section or the rear shaft section and a blade connected to the hub, a surface of the blade facing away from the drive body is arranged as a convex surface, and a surface of the blade facing towards the drive body is arranged as a concave surface.

3. The ducted rotor of claim 2, wherein, The blade comprises oppositely arranged first leading edge and first trailing edge portions, and an end surface of the first trailing edge portion facing away from the first leading edge portion is arranged as an arc-shaped surface and protrudes outward.

4. The ducted rotor of claim 2 or 3, wherein, The blade comprises oppositely arranged first leading edge and first trailing edge portions, and an average thickness of the first leading edge portion is greater than an average thickness of the first trailing edge portion.

5. The ducted rotor of claim 4, wherein, A distance from a maximum curvature region of the surface of the blade facing away from the drive body to the first leading edge portion is less than a distance to the first trailing edge portion.

6. The ducted rotor of claim 2 or 3, wherein, A side surface of the hub facing towards the drive body is provided with a mounting groove; a cross-sectional area of the mounting groove decreases in a direction away from the drive body, the cross-sectional area of the mounting groove is perpendicular to an axial center line of the drive shaft, and an end portion of the drive shaft extends into the mounting groove; and / or a bottom wall surface of the mounting groove is arranged opposite to the drive body, the bottom wall surface of the mounting groove is provided with a receiving groove, a cross-sectional area of the receiving groove is less than an area of the bottom wall surface of the mounting groove, and the cross-sectional area of the receiving groove is perpendicular to the axial center line of the drive shaft; the drive shaft comprises a body shaft section and a necked section connected to an end surface of the body shaft section, a cross-sectional area of the necked section is less than a cross-sectional area of the body shaft section, an end portion of the body shaft section is received in the mounting groove and abuts against the bottom wall surface of the mounting groove, and the necked section is received in the receiving groove.

7. The ducted rotor of claim 2 or 3, wherein, At least one of the side surface of the hub facing the driving body and the side surface of the hub away from the driving body is provided with at least two spaced weight-reducing grooves arranged along the circumferential direction of the driving shaft, and the solid part of the hub between two adjacent weight-reducing grooves forms a reinforcing rib plate.

8. The ducted rotor of claim 2 or 3, wherein, At least one of the front rotor and the rear rotor comprises a fairing connected to the side of the hub away from the driving body.

9. The ducted rotor of any one of claims 1 to 3, wherein, The driving body comprises a central support body and a driving motor, the central support body has an installation space inside, and the driving motor is arranged in the installation space, and the motor shaft of the driving motor is arranged as the driving shaft.

10. The ducted rotor of any one of claims 1 to 3, wherein, The duct shell comprises a cavity section and a contraction section, the driving body and the rotor assembly are arranged in the cavity section respectively, and at least part of the contraction section has a decreasing inner diameter along the direction towards the driving body.

11. The ducted rotor of claim 10, wherein, The outer side of the cavity section is provided with a circumferential reinforcing rib extending along the circumferential direction of the driving shaft.

12. The ducted rotor of claim 11, wherein, The contraction section and the cavity section are arranged separately, one end of the contraction section towards the cavity section is provided with a first annular step, and one end of the cavity section towards the contraction section is provided with a second annular step, the first annular step is embedded with the second annular step. The end of the inner side wall of the contraction section is recessed inward to form the first annular step, the circumferential reinforcing rib and the outer wall surface of the cavity section form the second annular step, and the end of the contraction section abuts against the circumferential reinforcing rib. The recess forming the first annular step extends to the end position of the decreasing inner diameter of the contraction section.

13. The ducted rotor of claim 11, wherein, Both ends of the cavity section are respectively provided with the contraction section, and the two contraction sections form the front opening and the rear opening respectively; the two ends of the cavity section are respectively provided with a circumferential reinforcing rib, and the outer side of the cavity section is further provided with an axial reinforcing rib extending along the axial direction of the driving shaft, and the two ends of the axial reinforcing rib are respectively connected to the two circumferential reinforcing ribs; and / or, When projected along the radial direction of the driving shaft, the projection of the circumferential reinforcing rib overlaps with the projection of the front rotor or the projection of the rear rotor.

14. The ducted rotor of claim 10, wherein, The ratio of the maximum inner diameter of the contraction section to the inner diameter of the cavity section is greater than or equal to 1.15 and less than or equal to 1.3; and / or, Along the axial direction of the driving shaft, the distance from the outer end of the side of the rotor assembly away from the driving assembly to the end position of the decreasing inner diameter of the contraction section is greater than or equal to 10 mm and less than or equal to 30 mm; and / or, The ratio of the minimum distance from the inner wall surface of the cavity section to the outer end of the rotor assembly to the inner diameter of the cavity section is greater than or equal to 2% and less than or equal to 6%; and / or, The end of the contraction section away from the cavity section has an everted edge, and the everted edge is arranged to be bent outward.

15. The ducted rotor of any one of claims 1 to 3, wherein, The rotor duct further comprises a plurality of fairing vanes, which are arranged in a direction surrounding the driving body in a spaced manner; the fairing vanes are arranged between the inner wall surface of the duct shell and the outer wall surface of the driving body, and the two sides of the fairing vanes are connected to the inner wall surface of the duct shell and the outer wall surface of the driving body, respectively.

16. The ducted rotor of claim 15, wherein, The fairing vane comprises oppositely arranged second leading edge portion and second trailing edge portion, the second leading edge portion is towards the front opening, and the second trailing edge portion is towards the rear opening; The length direction of the fairing vane is arranged in the direction from the second leading edge portion to the second trailing edge portion, and the second leading edge portion and the second trailing edge portion are symmetrically arranged relative to the midpoint of the length of the fairing vane.

17. The ducted rotor of claim 15 wherein, In the radial direction of the driving shaft, the blades of the front rotor are arranged to be inclined towards one side of the driving shaft, and the fairing vanes are arranged to be inclined towards the other side of the driving shaft.

18. The ducted rotor of claim 15, wherein, A first positioning boss is arranged on the side surface of the fairing vane towards the driving body, a first positioning recess is arranged on the outer surface of the driving body, and the first positioning boss is embedded in the first positioning recess; and / or, A second positioning boss is arranged on the side surface of the fairing vane towards the inner surface of the duct shell, a second positioning recess is arranged on the inner surface of the duct shell, and the second positioning boss is embedded in the second positioning recess; and / or, A first side boss is arranged on the surface of the fairing vane towards the front opening or the rear opening, the first side boss is arranged on the side of the fairing vane towards the driving body, and the first side boss abuts against the outer surface of the driving body; and / or, A second side boss is arranged on the surface of the fairing vane towards the front opening or the rear opening, the second side boss is arranged on the side of the fairing vane towards the inner surface of the duct shell, and the second side boss abuts against the inner surface of the duct shell.

19. The ducted rotor of claim 18, wherein, A wiring space is arranged in the interior of the fairing vane, a first wiring hole is arranged on the first positioning boss, and the conductive wire of the driving body is arranged in the first wiring hole and the wiring space in sequence; A second wiring hole is arranged on the second positioning boss, and the conductive wire of the driving body is arranged in the wiring space and the second wiring hole in sequence.

20. The ducted rotor of claim 19, wherein, The cross-sectional area of the wiring space is greater than the cross-sectional area of the first wiring hole, and the cross-sections of the wiring space and the first wiring hole are perpendicular to the radial direction of the driving shaft, respectively; The cross-sectional area of the wiring space is greater than the cross-sectional area of the second wiring hole, and the cross-sections of the wiring space and the second wiring hole are perpendicular to the radial direction of the driving shaft, respectively.

21. An aircraft characterized by, The aircraft comprises a flight body, flight rotors, and a rotor duct as claimed in any one of claims 1 to 20, and a plurality of flight rotors are arranged in a spaced manner on the top of the flight body.

22. The aircraft of claim 21, wherein, The aircraft comprises two rotor ducts, and the two rotor ducts are arranged on the left and right sides of the flight body in the direction of travel, respectively; The aircraft comprises two rotor ducts, and the two rotor ducts are arranged on the left and right sides of the flight body in the direction of travel, respectively; The drive shafts of the rotor ducts are arranged to be parallel to a horizontal plane, and the rotational center lines of the flight rotors are arranged to intersect the horizontal plane.

23. A vehicle characterized by The vehicle comprises a land vehicle and an aircraft as claimed in claim 21 or 22, the land vehicle being arranged to carry the aircraft.

24. A control method of an aircraft, characterized in that, The control method is arranged to control an aircraft as claimed in claim 22, the control method comprising the steps of: acquiring the operating states of all the flight rotors; in accordance with the operating states of the flight rotors, causing one of the rotor ducts to generate forward thrust and causing another of the rotor ducts to generate rearward thrust.

25. The control method of claim 24, wherein The control method further comprises the steps of: in accordance with the operating states of all the flight rotors, acquiring a current yawing moment of the flight body; the step of, in accordance with the operating states of the flight rotors, causing one of the rotor ducts to generate forward thrust and causing another of the rotor ducts to generate rearward thrust, comprises: in accordance with the current yawing moment of the flight body, acquiring the magnitude and direction of the thrust of each of the rotor ducts.

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