Aircraft

Abstract

The embodiment of the invention provides an aircraft. The aircraft comprises a center body; the two vehicle arm assemblies are arranged on the two opposite sides of the center body correspondingly, and each vehicle arm assembly is provided with a near-end part close to the center body and a far-end part away from the center body; the power device is used for moving the aircraft and comprises first rotor wing power assemblies which are respectively mounted on the two arm assemblies; the driving mechanism is mechanically coupled with the two vehicle arm assemblies; wherein when the aircraft is in a flying state, the driving mechanism can drive the two arm assemblies to move relative to the center body, so that the far end parts are stably kept at a first height position and a second height position, and the second height position is different from the first height position; the distance between the first rotor wing power assemblies of the two vehicle arm assemblies when the far end portions are located at the first height position is smaller than the distance between the first rotor wing power assemblies of the two vehicle arm assemblies when the far end portions are located at the second height position.

Description

aircraft Technical Field

[0001] The present application relates to the field of aerial photography technology, and in particular to an aircraft. Background Art

[0002] In the field of aerial photography, micro- and small-sized aircraft are particularly well-suited for performing photography, surveillance, and reconnaissance missions in near-ground environments (such as indoors, in urban areas, and in jungles), and have broad prospects for both military and civilian applications. These aircraft can be equipped with functional payloads, such as sensors for collecting environmental data and camera modules for filming.

[0003] The camera module on board the aircraft can be used for framing or entering difficult-to-access environments to shoot for rescue and other functions.

[0004] Application Contents

[0005] In a first aspect of the present application, an aircraft capable of providing a larger operating space is provided, comprising:

[0006] centrosome;

[0007] Two arm assemblies are respectively arranged on opposite sides of the central body, and the arm assemblies have a proximal end portion close to the central body and a distal end portion away from the central body;

[0008] A power device for moving the aircraft, the power device comprising first rotor power assemblies respectively mounted on the two arm assemblies; and

[0009] a drive mechanism, mechanically coupled to the two arm assemblies;

[0010] wherein, when the aircraft is in flight, the drive mechanism is capable of driving the two arm assemblies to move relative to the central body so that the distal end portion is stably maintained at a first height position and a second height position, the second height position being different from the first height position;

[0011] The distance between the first rotor power assemblies of the two arm assemblies when the distal ends are at a first height position is smaller than the distance between the distal ends when the distal ends are at a second height position.

[0012] In a second aspect of the present application, an aircraft providing a larger working space is provided, comprising:

[0013] a center body configured for connection to a payload assembly;

[0014] Two arm assemblies are respectively arranged on opposite sides of the central body, and the arm assemblies have a proximal end portion close to the central body and a distal end portion away from the central body;

[0015] A power device for moving the aircraft, the power device comprising a first rotor power assembly mounted on the two arm assemblies; and

[0016] a drive mechanism, mechanically coupled to the two arm assemblies;

[0017] Wherein, when the aircraft is in a flight state, the driving mechanism is capable of driving the two arm assemblies to move relative to the central body so that the distal end portion is stably maintained at the first height position and the second height position;

[0018] The first height position is located above the load assembly, and the second height position is closer to the load assembly than the first height position in the yaw axis direction of the power device;

[0019] The aircraft has a first operating mode and a second operating mode;

[0020] When the aircraft is in the first operating mode, the distal end portion is located at the first height position, so that the load assembly can rotate in a vertical direction without obstruction at least when the propeller plane of the power unit is in a horizontal state;

[0021] When the aircraft is in the second working mode, the distal end is located at the second height position, and the distance between the first rotor power assemblies of the two arm assemblies is increased compared to the first height position, so that the load assembly can operate on the ground and down without obstruction at least when the propeller plane of the power unit is in a horizontal state.

[0022] In a third aspect of the present application, an aircraft providing a larger operating space is provided, comprising:

[0023] centrosome;

[0024] Two arm assemblies are respectively arranged on opposite sides of the central body, and the arm assemblies have a proximal end portion close to the central body and a distal end portion away from the central body;

[0025] A power device for moving the aircraft, provided on the arm assembly; and

[0026] a drive mechanism, mechanically coupled to the two arm assemblies;

[0027] wherein, when the aircraft is in flight, the drive mechanism is capable of driving the two arm assemblies to move relative to the central body so that the distal end portion is stably maintained at a first height position and a second height position, the second height position being different from the first height position;

[0028] When the distal end portion rotates between the first height position and the second height position, the angle between the longitudinal axis of the central body and the roll axis of the power unit changes.

[0029] In a fourth aspect of the present application, an aircraft providing a larger operating space is provided, comprising:

[0030] centrosome;

[0031] Two arm assemblies are respectively provided on opposite sides of the central body, the arm assemblies comprising a connecting rod and a cross bar, one end of the connecting rod is rotatably connected to the central body, and the other end is connected to the cross bar;

[0032] A power device for moving the aircraft, provided on the crossbar; and

[0033] a drive mechanism, mechanically coupled to the two arm assemblies;

[0034] Wherein, when the aircraft is in a flight state, the driving mechanism is capable of driving the two arm assemblies to move relative to the central body;

[0035] The arm assembly is configured to rotate around a rotation axis on the central body, and the crossbar is arranged non-parallel to the corresponding rotation axis.

[0036] In a fifth aspect of the present application, there is provided an aircraft capable of increasing the degree of freedom of rotation of an arm assembly, comprising:

[0037] centrosome;

[0038] Two arm assemblies are respectively provided on opposite sides of the central body, the arm assemblies comprising a connecting rod, an auxiliary support arm and a cross bar, one end of the connecting rod is rotatably connected to the central body, and the other end is connected to the cross bar, one end of the auxiliary support arm is rotatably connected to the central body via a first ball joint structure, and the other end is rotatably connected to the cross bar via a second ball joint structure;

[0039] A power unit for moving the aircraft, provided on the crossbar; and

[0040] A driving mechanism is mechanically coupled to the two arm assemblies and is used to drive the two arm assemblies to move relative to the central body.

[0041] In a sixth aspect of the present application, an aircraft with a binocular structure having a large baseline is provided, comprising:

[0042] centrosome;

[0043] Arm assemblies, respectively provided on opposite sides of the central body;

[0044] Power devices, provided on both sides of the arm assemblies;

[0045] a driving mechanism, mechanically coupled to the two arm assemblies, for driving the two arm assemblies to move relative to the central body; and

[0046] An obstacle avoidance module includes a first visual sensor and a second visual sensor. The arm assemblies on both sides of the central body are respectively the first arm assembly and the second arm assembly. The first visual sensor is arranged on the first arm assembly or on a power device arranged on the first arm assembly. The second visual sensor is arranged on the second arm assembly or on a power device arranged on the second arm assembly. The first visual sensor and the second visual sensor cooperate to form a binocular structure.

[0047] In a seventh aspect of the present application, there is provided an FPV shooting assembly with high assembly precision and precise control, comprising:

[0048] The mounting bracket, the FPV module and the driving element, one end of the FPV module is provided with a shaft end, and the other end is connected to the driving element, and the driving element is used to drive the FPV module to rotate, the mounting bracket is provided with a first end and a second end, the first end is used to install the driving element, and the second end is used to install the shaft end, and the mounting bracket is an integral part.

[0049] In an eighth aspect of the present application, an aircraft having an FPV shooting component with high assembly precision and precise control is provided, comprising:

[0050] A central body and an FPV shooting assembly, wherein the central body is provided with a receiving port at the head thereof, and the FPV shooting assembly is arranged in the receiving port, and the FPV shooting assembly comprises a mounting bracket, an FPV module and a driving element, wherein one end of the FPV module is provided with an axis end, and the other end is connected to the driving element, and the driving element is used to drive the FPV module to rotate, and the mounting bracket is provided with a first end and a second end, the first end is used to install the driving element, and the second end is used to install the axis end, and the mounting bracket is an integral part. BRIEF DESCRIPTION OF THE DRAWINGS

[0051] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, a brief introduction will be given below to the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0052] FIG1 is a perspective structural diagram of an aircraft provided by an embodiment of the present application when the distal end portion is at a first height position;

[0053] FIG2 is a side view of the aircraft shown in FIG1 ;

[0054] FIG3 is a top view of the aircraft shown in FIG1 ;

[0055] FIG4 is a perspective structural diagram of an aircraft provided by an embodiment of the present application when the distal end portion is at a second height position;

[0056] FIG5 is a side view of the aircraft shown in FIG4;

[0057] FIG6 is a top view of the aircraft shown in FIG4;

[0058] FIG7 is a diagram showing the rotation trajectory of the crossbar according to an embodiment of the present application;

[0059] FIG8 is a side view of an aircraft provided by another embodiment of the present application when the distal end portion is at a first height position;

[0060] FIG9 is a block diagram showing the principle between the control module and the detection module provided in an embodiment of the present application;

[0061] FIG10 is a schematic structural diagram of an aircraft according to an embodiment of the present application, wherein a partial shell of the central body is hidden, illustrating the internal heat dissipation structure;

[0062] [Corrected 10.10.2022 in accordance with Article 91]

[0063] FIG11 is a schematic structural diagram of an arm assembly provided in an embodiment of the present application;

[0064] FIG12 is a partial enlarged view of point A in FIG11;

[0065] FIG13 is an exploded view of a second ball joint structure provided in an embodiment of the present application;

[0066] FIG14 is a first diagram of the distribution of visual sensors of an aircraft provided in an embodiment of the present application;

[0067] FIG15 is a second diagram of the distribution of visual sensors of an aircraft provided in an embodiment of the present application;

[0068] FIG16 is a schematic structural diagram of a visual support provided in an embodiment of the present application;

[0069] FIG17 is an exploded view of the visual support shown in FIG16;

[0070] FIG18 is a schematic structural diagram of an FPV shooting assembly provided in an embodiment of the present application;

[0071] FIG19 is an exploded view of the FPV shooting assembly shown in FIG18 ;

[0072] FIG20 is a second exploded view of the FPV shooting assembly shown in FIG18 ;

[0073] FIG21 is a schematic diagram of the assembly of the FPV shooting assembly shown in FIG18;

[0074] FIG22 is an exploded view of the heat dissipation device provided in an embodiment of the present application;

[0075] FIG23 is a second exploded view of the heat dissipation device provided in an embodiment of the present application;

[0076] FIG24 is a schematic structural diagram of a first heat dissipation structure in the heat dissipation device shown in FIG22 and FIG23;

[0077] FIG25 is a schematic structural diagram of the first heat dissipation structure (without the first cover plate) shown in FIG24 ;

[0078] FIG26 is a schematic diagram of a second heat dissipation structure in the heat dissipation device shown in FIG22 and FIG23;

[0079] FIG27 is a schematic structural diagram of the second heat dissipation structure (without the second cover plate) shown in FIG26 ;

[0080] FIG28 is a top view of an aircraft provided by another embodiment of the present application when the distal end portion is at a first height position;

[0081] FIG29 is a top view of the aircraft shown in FIG28 when the distal end portion is at a second height position;

[0082] FIG30 is a schematic diagram of the three-dimensional structure of an aircraft provided by another embodiment of the present application when the distal end portion is at a first height position;

[0083] FIG31 is a schematic diagram of the three-dimensional structure of the aircraft shown in FIG30 when the distal end portion is at a second height position;

[0084] FIG32 is a schematic diagram of the three-dimensional structure of an aircraft provided by another embodiment of the present application when the distal end portion is at a first height position;

[0085] FIG33 is a schematic diagram of the three-dimensional structure of the aircraft shown in FIG32 when the distal end portion is at a second height position.

[0086] Description of reference numerals:

[0087] 10. Center body; 11. Driving mechanism; 111. Servo; 112. Screw; 113. Nut-connecting rod mechanism; 12. Rotation axis; 13. Core board; 14. Air inlet; 15. Receiving port; 16. Mounting position;

[0088] 20. Payload assembly; 21. Pan / tilt mechanism; 211. Pitch axis motor; 212. Roll axis motor; 213. Yaw axis motor; 22. Camera module;

[0089] 30. Arm assembly; 31. Connecting rod; 32. Crossbar; 331. First arm assembly; 332. Second arm assembly; 34. Auxiliary arm; 35. First ball joint; 351. First ball head; 36. Second ball joint; 361. Second ball head; 362. Tie rod connector; 3621. First assembly; 36211. First step; 36212. Slot; 3622. Second assembly; 36221. Second step; 36222. Side rib; 36223. Insert; 37. Proximal end; 38. Distal end; 39. Tripod;

[0090] 40. Heat dissipation device; 41. First heat dissipation structure; 411. First bracket; 4111. First region; 4112. Second region; 4113. Cavity; 412. First fan; 4121. Air outlet of first fan; 413. First cover plate; 414. First air inlet duct; 415. First air outlet duct; 4151. First heat dissipation rib; 42. Second heat dissipation structure; 421. Second bracket; 4211. Third region; 4212. Fourth region; 422. Second fan; 4221. Air outlet of second fan; 423. Second cover plate; 424. Second air inlet duct; 425. Second air outlet duct; 4251. Second heat dissipation rib; 4252. Air outlet of second air outlet duct;

[0091] 50. FPV camera assembly; 51. Mounting bracket; 511. First end; 5111. Driver mounting slot; 512. Second end; 5121. Mounting hole; 5122. Guide inlet; 513. Accommodating chamber; 514. First opening; 515. Second opening; 52. FPV module; 521. Main body; 522. Protrusion; 523. Shaft end; 53. Driver element; 54. Bearing; 55. Cover;

[0092] 61. First binocular; 611. First front-end visual sensor; 612. Second front-end visual sensor; 62. Second binocular; 621. First rear-end visual sensor; 622. Second rear-end visual sensor; 63. Third binocular; 64. Fourth binocular; 65. Visual support; 651. Fixing frame; 652. Pressing piece; 6521. Cantilever structure;

[0093] 70. Power unit; 71. First rotor power assembly; 72. Second rotor power assembly; 73. Propeller; 74. Motor; 75. Motor base; 751. Mounting portion;

[0094] 80. Control module;

[0095] 90. Detection module; 91. Hall plate; 92. Magnetic ring. DETAILED DESCRIPTION

[0096] In order to enable those skilled in the art to better understand the present invention, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of them. Based on the embodiments in the present invention, all other embodiments obtained by those skilled in the art without creative work are within the scope of protection of this application.

[0097] It should be noted that in the description of this application, the terms "first" and "second" are used solely to facilitate the description of different components and should not be understood to indicate or imply a sequential relationship, relative importance, or implicitly specify the number of technical features indicated. Therefore, features specified as "first" or "second" may explicitly or implicitly include at least one of such features.

[0098] It should be noted that the pitch axis of the power unit of this application runs from one side of the power unit to the other, such as from the left side to the right side, or from the right side to the left side; the yaw axis runs from the top to the bottom of the power unit, or from the bottom to the top; and the roll axis runs from the front to the back of the power unit, or from the back to the front. The pitch, yaw, and roll axes are orthogonal to each other.

[0099] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as those commonly understood by those skilled in the art to which this application pertains. The terms used herein in the specification of this application are for the purpose of describing specific embodiments only and are not intended to limit this application.

[0100] The following will be combined with the drawings in the embodiments of the present application to clearly and completely describe the technical solutions in the embodiments of the present application. In the absence of conflict, the following embodiments and features in the embodiments can be combined with each other. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without making creative work are within the scope of protection of this application.

[0101] In the field of aerial photography, micro- and small-sized aircraft are particularly well-suited for performing photography, surveillance, and reconnaissance missions in near-ground environments (such as indoors, urban areas, and jungles), offering broad prospects for both military and civilian applications. These aircraft can be equipped with functional payloads, such as sensors for collecting environmental data and camera modules for filming. However, existing aircraft often experience operational obstructions to payload components, such as those obscured by the powertrain.

[0102] The aircraft provided in the embodiments of the present application can effectively increase the operating space of the payload assembly. Referring to Figures 1 to 6 , the aircraft includes a center body 10, a drive mechanism 11, a power unit 70 for moving the aircraft, and two arm assemblies 30. The two arm assemblies 30 are disposed on opposite sides of the center body 10. The arm assemblies 30 have a proximal portion 37 proximal to the center body 10 and a distal portion 38 distal to the center body 10. The power unit 70 includes a first rotor power assembly 71 mounted on each of the two arm assemblies 30. The drive mechanism 11 is mechanically coupled to the two arm assemblies 30. When the aircraft is in flight, the drive mechanism 11 can drive the two arm assemblies 30 to move relative to the center body 10, such that the distal portions 38 are stably maintained at a first height position (as shown in Figures 1 to 3 ) and a second height position (as shown in Figures 4 to 6 ). Specifically, the distal portions 38 are at the first height position at one end of a predetermined rotational range and at the second height position at the other end. The second height position is different from the first height position. The distance S1 between the first rotor power assemblies 71 of the two arm assemblies 30 when the distal end 38 is at the first height position (as shown in FIG3 ) is smaller than the distance S2 when the distal end 38 is at the second height position (as shown in FIG6 ).

[0103] In the embodiment of the present application, the arm assembly 30 rotates within a preset rotation stroke to achieve deformation of the aircraft. When the load assembly 20 is set on the aircraft, the functional space can be increased for the load assembly 20 (usually located at the center body 10). For example, when the distal end 38 is at a position farther away from the load assembly 20, the load assembly 20 can operate in a manner around itself. For example, when the load assembly 20 is an imaging device, it can rotate circumferentially around the yaw axis of the gimbal to shoot without obstruction. When the load assembly 20 is a glass cleaning assembly, a nozzle assembly, or a disinfection assembly, etc., an operating space can be provided for the circumferential operation of the load assembly 20. When the distal end 38 is at a position closer to the load assembly 20, the arm assembly 30 is also pulled closer in the height direction, reducing the probability of the rotor power assembly on the arm assembly 30 entering the operating range of the load assembly 20, so that the load assembly 20 can have a larger operating space for operation in the up and down directions. For example, when the payload assembly 20 is an imaging device, it can shoot around the pitch axis of the gimbal. Since the FOV of the shooting module 22 radiates outward from the lens, the rotor power assembly farther away from the shooting module 22 is more likely to enter the FOV. When the distance is shortened, the rotor power assembly can be prevented from entering the FOV. The same principle applies to the glass-wiping assembly that rotates up and down and the nozzle assembly that rotates up and down to spray. It should be noted that the payload assembly 20 of the present application is not limited to the above examples. Those skilled in the art can install payload assemblies 20 with certain functions on the central body 10 according to actual needs, such as sensors, transmitters, tools, instruments, manipulators, or other functional devices. In addition, the aircraft described in the present application can exist independently of the payload assembly 20, or it can include the payload assembly 20.

[0104] Furthermore, during the vertical deformation of the arm assembly 30, the lateral spacing between the first rotor power assemblies 71 of the two arm assemblies 30 further changes. For example, increasing this lateral spacing increases the distance between the payload assembly 20 and the first rotor power assembly 71, thereby further increasing the functional space or operating space of the payload assembly 20. It should be noted that in this embodiment of the present application, the second height position can refer to either a height position farther from the payload assembly 20 or a height position closer to the payload assembly 20; the same applies to the first height position. Regardless of whether the distal end portion 38 is closer or farther from the payload assembly 20, increasing the lateral spacing between the rotor power assemblies can increase the vertical operating space of the payload assembly 20.

[0105] In the embodiment of the present application, the center body 10 is provided with a mounting position 16 for mounting the payload assembly 20. In the yaw axis direction of the power unit 70, the second height position is closer to the payload assembly 20 than the first height position. That is, at a height position closer to the payload assembly 20, the lateral spacing of the first rotor power assembly 71 is increased, further ensuring greater operating space for the payload assembly 20 when operating upward or downward. When the payload assembly 20 needs to operate in the vertical direction, the distal end portion 38 can be moved closer. In this configuration, the lateral spacing is further increased, further increasing the operating space. Of course, this does not preclude those skilled in the art from increasing the lateral spacing of the first rotor power assembly 71 when the distal end portion 38 is at a further height position, as this configuration also increases operating space if vertical operation is also required.

[0106] The present application also provides another aircraft, comprising: a central body 10 configured to connect to a payload assembly 20; two arm assemblies 30, each disposed on opposite sides of the central body 10, the arm assemblies 30 having a proximal end 37 proximal to the central body 10 and a distal end 38 distal to the central body 10; a power unit 70 for moving the aircraft, the power unit 70 comprising a first rotor power assembly 71 mounted on the two arm assemblies 30; and a drive mechanism 11 mechanically coupled to the two arm assemblies 30; wherein, when the aircraft is in flight, the drive mechanism 11 is capable of driving the two arm assemblies 30 to move relative to the central body 10 so that the distal end 38 is stably maintained at a first height position and a second height position. The first height position is located above the payload assembly 20, and the second height position is closer to the payload assembly 20 than the first height position in the yaw axis direction of the power unit 70.

[0107] The aircraft has a first working mode and a second working mode, which can be switched according to user selection; when the aircraft is in the first working mode, the distal end 38 is located at a first height position, so that the load assembly 20 can rotate in a vertical direction without obstruction at least when the propeller plane of the power unit 70 is in a horizontal state; when the aircraft is in the second working mode, the distal end 38 is located at a second height position, and the distance between the first rotor power assemblies 71 of the two arm assemblies 30 is increased compared to the first height position, so that the load assembly 20 can operate up and down without obstruction at least when the propeller plane of the power unit is in a horizontal state.

[0108] In the embodiment of the present application, when the distal portion 38 is at the first height position, it is farther away from the payload assembly 20, thereby ensuring that the payload assembly 20 is not interfered with during vertical rotation. When the distal portion 38 is at the second height position, the distance between the first rotor power assemblies 71 of the two arm assemblies 30 is greater than when at the first height position. This distance can be set as needed to ensure that the payload assembly 20 is not interfered with during vertical rotation.

[0109] In the embodiment of the present application, the load assembly 20 includes a pan-tilt mechanism 21 , which is configured to drive the shooting module 22 to rotate to adjust the shooting angle.

[0110] In the embodiment of the present application, when the distal end 38 is at the first height position, due to its distance from the payload assembly 20, the payload assembly 20 will not be able to capture the central body 10 and the power unit 70 when rotating 360° around the vertical direction (the yaw axis of the pan-tilt mechanism 21), thus achieving a 360° yaw (yaw axis) rotation mode. The inventors have discovered that at this time, if the camera module 22 is intended to shoot upward or the central body 10 is intended to fly forward and shoot horizontally, the propeller 73 of the power unit 70 will partially block the field of view. Therefore, the inventors have innovatively designed the arm assembly 30 to undergo a deformation movement, so that when the distal end 38 rotates to the second height position, the vertical distance between the power unit 70 and the payload assembly 20 is shortened, so that when the camera module 22 shoots upward, the probability of the propeller 73 entering the FOV (Field of View) of the camera module 22 is reduced. Furthermore, the distance between the first rotor power assemblies 71 of the two arm assemblies 30 is increased compared to the first height position. This distance can be set according to actual needs, so that the FOV of the camera module 22 when shooting upward is offset from the propeller 73, achieving an unobstructed upward shooting mode for the camera module 22, allowing for a full view of the sky. Furthermore, there is no mechanical interference between the payload assembly 20 and the propeller 73, ensuring that the rotating blades do not hit the camera module 22.

[0111] In summary, in the embodiment of the present application, the arm assembly 30 is deformed so that the payload assembly 20 has both a 360° yaw shooting mode and an overhead shooting mode. In both shooting modes, unobstructed shooting can be achieved, which solves the long-standing problem of obstructed shooting of unmanned aerial vehicles and can greatly improve the shooting quality.

[0112] In the embodiment of the present application, the load assembly 20 is located at the front end (nose) of the center body 10 and below the center body 10. In other embodiments, the load assembly 20 may also be located at the rear end of the center body 10 or above the center body 10. The load assembly 20 can be located at any position on the center body 10 as needed. The following example mainly uses the load assembly 20 located at the nose and below the center body 10 to illustrate its specific implementation method, but the specific scope of protection of this application is not limited to this. Those skilled in the art can adjust the position of the load assembly 20 according to actual needs and adaptively adjust the configuration of the arm assembly 30.

[0113] In an embodiment of the present application, as shown in Figure 10, the gimbal mechanism 21 includes a yaw-axis motor 213, a roll-axis motor 212, and a pitch-axis motor 211, which are arranged in sequence from the central body 10 to the shooting module 22. The axis of the roll-axis motor 212 is tilted relative to the axis of the pitch-axis motor 211 or the axis of the yaw-axis motor 213, and the axis of the roll-axis motor 212 gradually moves away from the central body 10 in the direction toward the shooting module 22, so that the shooting module 22 can shoot more angles upward.

[0114] Please continue to refer to Figures 1 to 6. In the embodiment of the present application, the power unit 70 also includes a second rotor power assembly 72 respectively installed on the two arm assemblies 30, and the first rotor power assembly 71 and the second rotor power assembly 72 are respectively arranged at the two ends of the arm assembly 30 (referring to the two ends along the roll axis direction of the power unit), forming at least a four-rotor aircraft that can adapt to flight conditions of various speeds and various flight routes.

[0115] Among them, in the roll axis direction of the power device 70, the first rotor power assembly 71 is close to the installation position 16 on the center body 10 for installing the load assembly 20, that is, the first rotor power assembly 71 is close to the load assembly 20, thereby ensuring that the lateral spacing of the first rotor power assembly 71, which is closer to the load assembly 20, can be adaptively adjusted during the deformation process, thereby reducing or even eliminating the impact on the load assembly 20.

[0116] In the embodiment of the present application, mounting position 16 is located on the underside of central body 10, meaning that load assembly 20 is mounted on the underside of central body 10. The first height corresponds to the upper side of central body 10, while the second height corresponds to the lower side of central body 10. It should be noted that the upper side includes the upper side of central body 10 or the area above central body 10, while the lower side includes the lower side of central body 10 or the area below central body 10. Furthermore, mounting position 16 is located on the front side of central body 10, meaning that load assembly 20 is mounted on the front side of central body 10.

[0117] In other embodiments, the payload assembly 20 may also be located at the rear end of the center body 10, or above the center body 10. The payload assembly 20 may be located anywhere on the center body 10 as needed. This application will primarily illustrate specific implementations using the example of the payload assembly 20 being located at the front end or below the center body 10. However, this is not intended to limit the scope of protection of this application. Those skilled in the art may adjust the position of the payload assembly 20 and the configuration of the arm assembly 30 as needed.

[0118] In an embodiment of the present application, as shown in Figures 2 and 3, when the distal end 38 is at a first height position, the distance between the first rotor power assemblies 71 of the two arm assemblies 30 is equal to the distance between the second rotor power assemblies 72, so as to form a symmetrical rotor power structure.

[0119] As shown in Figures 5 and 6, when distal portion 38 is at the second height position, the spacing S2 between first rotor power assemblies 71 of the two arm assemblies 30 is greater than the spacing S3 between second rotor power assemblies 72. In other words, when arm assemblies 30 rotate from the first height position to the second height position, the spacing between first rotor power assemblies 71 increases, while the spacing between second rotor power assemblies 72 decreases. This allows arm assemblies 30 to rotate similarly to about the yaw axis, thereby increasing the spacing between first rotor power assemblies 71. This results in an ingenious and simple structural design.

[0120] In another embodiment, when the distal portion 38 is at the second height position, the spacing between the first rotor power assemblies 71 of the two arm assemblies 30 may also be equal to the spacing between the second rotor power assemblies 72. That is, the four rotor assemblies of the two arm assemblies 30 are in a parallel or approximately parallel state. Referring to Figures 28 and 29, when the distal portion 38 is at the first height position, the spacing S1 between the first rotor power assemblies 71 of the two arm assemblies 30 is equal to the spacing between the second rotor power assemblies 72. When the distal portion 38 is at the second height position, the spacing S2 between the first rotor power assemblies 71 of the two arm assemblies 30 may also be equal to the spacing between the second rotor power assemblies 72. In this case, S2 is greater than S1.

[0121] It should be noted that, in other embodiments, as shown in Figure 30, when the distal end portion 38 is at a first height position, the distance between the first rotor power assemblies 71 of the two arm assemblies 30 may be greater than the distance between the second rotor power assemblies 72, that is, the arm assemblies 30 on both sides are in an eight-shape; as shown in Figure 31, when the distal end portion 38 is at a second height position, the distance between the first rotor power assemblies 71 of the two arm assemblies 30 may also be equal to the distance between the second rotor power assemblies 72, that is, the two arm assemblies 30 are in a parallel or approximately parallel state.

[0122] Alternatively, in other embodiments, as shown in FIG32 , when the distal end portion 38 is at a first height position, the spacing between the first rotor power assemblies 71 of the two arm assemblies 30 may be greater than the spacing between the second rotor power assemblies 72, that is, the arm assemblies 30 on both sides are in an eight-shape; as shown in FIG33 , when the distal end portion 38 is at a second height position, the spacing between the first rotor power assemblies 71 of the two arm assemblies 30 may also be greater than the spacing between the second rotor power assemblies 72, that is, the two arm assemblies 30 also form an eight-shape.

[0123] In another embodiment, as shown in Figures 1 to 6, an aircraft includes a central body 10, two arm assemblies 30, one disposed on opposite sides of the central body 10, the other having a proximal end 37 connected to the central body 10 and a distal end 38 remote from the central body 10; a power unit 70 for moving the aircraft, disposed on the arm assemblies 30; and a drive mechanism 11 mechanically coupled to the two arm assemblies 30. When the aircraft is in flight, the drive mechanism 11 is capable of driving the two arm assemblies 30 to move relative to the central body 10 so that the distal end 38 is stably maintained at a first height position and a second height position, the second height position being different from the first height position.

[0124] When the distal portion 38 rotates between the first and second height positions, that is, during the rotation of the arm assembly 30, the angle between the longitudinal axis of the central body 10 and the roll axis of the power unit 70 changes, causing the longitudinal axis of the central body 10 to be parallel (as shown in FIG2 ) or tilted (as shown in FIG5 ) relative to the roll axis of the power unit 70. This changes the position of the payload assembly 20 on the central body 10 relative to the power unit 70, thereby adjusting the operating space of the payload assembly 20. Furthermore, adjusting the angle of the central body 10 relative to the power unit 70 can reduce air resistance during flight of the aircraft and achieve a higher speed. It should be noted that this embodiment can exist independently or be combined with features of other embodiments of the present application.

[0125] Specifically, as shown in FIG. 2 , when the distal end portion 38 is at the first height position, the longitudinal axis of the central body 10 is parallel or approximately parallel (eg, the angle between the two is within the range of ±5°) to the roll axis of the power device 70 .

[0126] As shown in Figure 5, when distal portion 38 is in the second height position, the longitudinal axis of central body 10 is tilted relative to the roll axis of power unit 70, and the end of central body 10 connected to payload assembly 20 is higher than the other end. Specifically, in this configuration, when the propeller plane of power unit 70 is parallel to the horizontal plane (the plane formed by the line connecting the center points of the rotating shafts of each rotor power assembly), the end of central body 10 closer to payload assembly 20 is higher than the end of central body 10 farther from payload assembly 20. This configuration is intended to lift payload assembly 20 upward, placing the optical center of the camera closer to first rotor power assembly 71 in the yaw direction of power unit 70. This means that the aircraft will tilt backward with payload assembly 20 at a certain angle, allowing payload assembly 20 to rotate upward at a greater angle relative to the horizontal plane when the aircraft is hovering, thereby increasing operational space. Furthermore, the closer distance between the lifted payload assembly 20 and first rotor power assembly 71 further reduces or eliminates operational interference from power unit 70 with payload assembly 20.

[0127] In addition, the tilted center body 10 allows the aircraft to tilt downward from front to back when it flies forward with its head down, thus having a relatively small frontal area. This results in less air resistance during forward flight and allows the aircraft to reach a faster speed.

[0128] It should be noted that, in order to facilitate the description of the working principle of this application, the propeller plane of the power unit 70 will be used for explanation. In fact, no matter what posture the power unit 70 is in, such as forward, backward, left, right, etc., it will not affect the realization of the technical principles and technical effects of this application.

[0129] When the distal end portion 38 is at the second height position, as mentioned in this application, the longitudinal axis of the central body 10 is tilted relative to the roll axis of the power unit 70. Specifically, the roll axis is parallel or approximately parallel to the horizontal plane, the longitudinal axis of the central body 10 is tilted relative to the horizontal plane, and the central body 10 is tilted upward; or, the roll axis is tilted relative to the horizontal plane, the central body 10 is parallel or approximately parallel to the horizontal plane; or, the roll axis is tilted relative to the horizontal plane, the longitudinal axis of the central body 10 is tilted relative to the horizontal plane. To achieve a better functional space, the aircraft's attitude can generally be controlled so that the roll axis of the power unit 70 is horizontal and the central body 10 is tilted upward.

[0130] In the embodiment of the present application, when the distal end portion 38 is at the second height position, the angle α between the longitudinal axis of the central body 10 and the roll axis of the power unit 70 can be any angle between 0° and 90°, for example, 18°, 19°, 20°, 25°, etc., to achieve a better unobstructed shooting effect. For example, the angle can be set to 20°, that is, when the aircraft is in a hovering state, the central body 10 tilts back 20°, thereby causing the entire payload assembly 20 to tilt back 20°. Those skilled in the art can set this angle to other angles according to actual needs.

[0131] In another embodiment, as shown in FIG8 , when the distal portion 38 is at the first height position, the longitudinal axis of the center body 10 can be tilted relative to the roll axis of the power unit 70, and the center body 10 can be configured so that the end connected to the load assembly 20 is lower than the other end. That is, when the propeller plane of the power unit is parallel to the horizontal plane, the end of the center body 10 proximal to the load assembly 20 is lower than the end of the center body 10 distal to the load assembly 20. This lowers the load assembly 20, further preventing interference with the power unit 70. It should be noted that the relative relationship between the longitudinal axis of the center body 10 and the roll axis of the power unit 70 can be set based on actual needs (actual aircraft attitude) and is not limited to the examples shown in this application. That is, when the distal portion 38 is at the first height position, the longitudinal axis of the center body 10 can be tilted or parallel to the roll axis of the power unit 70; when the distal portion 38 is at the second height position, the longitudinal axis of the center body 10 can be tilted or parallel to the roll axis of the power unit 70. The state of the central body 10 (whether it is tilted relative to the roll axis of the power unit 70) and the state of the arm assembly 30 (whether it is in an eight-shaped state or in a parallel state) can be arbitrarily combined.

[0132] It needs to be explained again that when describing the effects of the present application, the propeller plane of the power device 70 is generally assumed to be parallel to the horizontal plane for corresponding introduction. In fact, the embodiments of the present application can be applicable to any state of the power device 70.

[0133] Specifically, in the embodiment of the present application, as shown in Figures 1 to 6 , the arm assembly 30 includes a connecting rod 31 and a crossbar 32. One end of the connecting rod 31 is rotatably connected to the central body 10, and the other end is connected to the crossbar 32. The crossbar 32 has a first end and a second end, respectively. The first rotor power assembly 71 is disposed at the first end, or the first rotor power assembly 71 is disposed on the crossbar 32 and is close to the first end. As shown in Figures 3 and 6 , the spacing between the first ends of the crossbars 32 of the two arm assemblies 30 when the distal end 38 is at a first height position is smaller than the spacing when the distal end 38 is at a second height position.

[0134] It should be noted that, based on the design of the arm assembly 30 in the embodiment of the present application, the proximal portion 37 may be the portion where the connecting rod 31 connects to the central body 10, and the distal portion 38 may be the cross bar 32. Those skilled in the art may configure the corresponding frame structure according to actual needs. For example, the cross bar 32 may be omitted and the connecting rod 31 may be directly provided, with the rotor power assembly being provided on the connecting rod 31. In this case, the proximal portion 37 and the distal portion 38 may be selected based on actual needs.

[0135] Furthermore, when the distal end portion 38 is at a first height position, the cross bars 32 of the two arm assemblies 30 are parallel or approximately parallel. When the distal end portion 38 is at a second height position, the distance between the first ends of the cross bars 32 of the two arm assemblies 30 is greater than the distance between the second ends, thereby increasing the operating space for the payload assembly 20.

[0136] When the distal portion 38 is at the second height position, the longitudinal axis of the central body 10 is tilted relative to the plane formed by the crossbars 32 of the two arm assemblies 30, and the end of the central body 10 connected to the payload assembly 20 is higher than the other end. This configuration is intended to lift the payload assembly 20 upward, placing the optical center of the camera closer to the first rotor power assembly 71 in the yaw direction of the power unit 70. This means that the aircraft will tilt backward with the payload assembly 20 at a certain angle. This allows the payload assembly 20 to rotate upward at a certain angle relative to the horizontal plane when the aircraft is hovering, thereby increasing operational space. Furthermore, the closer distance between the upwardly lifted payload assembly 20 and the first rotor power assembly 71 further reduces or eliminates operational interference from the power unit 70 with the payload assembly 20.

[0137] When the distal end portion 38 is at the first height position, the longitudinal axis of the central body 10 is parallel or approximately parallel (the angle between the longitudinal axis and the longitudinal axis is within the range of ±5°) to the crossbar 32 .

[0138] In an embodiment of the present application, as shown in FIG7 , the arm assembly 30 is configured to rotate about the rotation axis 12 on the central body 10 , and the crossbars 32 are arranged non-parallel to the corresponding rotation axis 12 , so that when the arm assembly 30 rotates, the relative state between the two crossbars 32 changes, thereby achieving deformation of the aircraft. For example, at the first height position, the two crossbars 32 are in a parallel state, and at the second height position, the two crossbars 32 are in an eight-shaped state; or at the first height position, the two crossbars 32 are in an eight-shaped state, and at the second height position, the two crossbars 32 are in a parallel state; or at the first height position, the two crossbars 32 are in an eight-shaped state, and at the second height position, the two crossbars 32 are also in an eight-shaped state. It should be noted that FIG7 illustrates the rotation trajectory of the crossbar 32 at the first height position and the second height position.

[0139] Furthermore, the vertical distance L1 between the first end of the crossbar 32 and the corresponding rotation axis 12 is greater than the vertical distance L2 between the second end and the corresponding rotation axis 12. Continuing with FIG7 , when the crossbar 32 rotates between the first and second height positions, the distance between the first end (which in this embodiment can be understood as the front end) closer to the load assembly 20 and the rotation axis 12 is greater than the distance between the second end (which in this embodiment can be understood as the rear end) farther away from the load assembly 20 and the rotation axis 12. Consequently, when the crossbar 32 rotates about the rotation axis 12, the radius of curvature of the front end of the crossbar 32 is greater than the radius of curvature of the rear end. Consequently, the curvature of the front end of the crossbar 32 is less than that of the rear end of the crossbar 32, resulting in a greater degree of curvature at the rear end than at the front end. Consequently, when the crossbar 32 rotates to the second height position, the rear end is more curved than the front end and closer to the center body 10, creating an effect where the front end is open and the rear end is closed. Furthermore, the distance between the front ends of the two crossbars 32 is larger than when they were at the first height position. In addition, when the arm assembly 30 rotates a certain angle, the rotation stroke of the front end of the crossbar 32 is greater than the rotation stroke of the rear end, so that the crossbar 32 has a certain tilt angle in the pitch direction relative to the central body 10.

[0140] As can be seen from the above, in the embodiment of the present application, the arm assembly 30 can be deformed simply by the drive mechanism 11 in the process of driving the arm assembly 30 to rotate up and down. This not only achieves the two cross bars 32 being separated in an "eight" shape when in the second height position (i.e., when the arm assembly 30 is in the downward position), but also achieves the effect of the central body 10 tilting up and back when in the second height position. The embodiment of the present application has an ingenious structural design, a simple structure, and high reliability.

[0141] Specifically, as shown in FIG5 , the rotation axis 12 is tilted relative to the pitch, yaw, and roll axes of the power unit 70. This causes the arm assembly 30 to rotate both about the yaw and pitch axes during its vertical rotation. Furthermore, the rotation axis 12 is tilted away from the payload assembly 20, toward the outside and upper side of the center body 10. This causes the vertical distance between the front end of the crossbar 32 and the rotation axis 12 to be greater than the vertical distance between the rear end of the crossbar 32 and the rotation axis 12.

[0142] It should be noted that in other embodiments, another drive mechanism may be added, configured to drive the arm assembly 30 to rotate about the yaw axis of the power unit 70 during the process of the drive mechanism 11 driving the arm assembly 30 to rotate, thereby changing the spacing (lateral spacing) between the crossbar 32 and the payload assembly 20 in the pitch axis direction. Alternatively, another drive mechanism may be added, configured to drive the central body 10 to rotate about the pitch axis of the power unit 70 during the process of the drive mechanism 11 driving the arm assembly 30 to rotate, thereby causing the longitudinal axis of the central body 10 to be parallel to or inclined relative to the roll axis of the power unit 70.

[0143] In an embodiment of the present application, the aircraft further includes a control module 80 for controlling the attitude of the aircraft. The control module 80 is configured to be able to adjust the attitude of the aircraft during the rotation of the arm assembly 30. The control module 80 adjusts the attitude of the aircraft by controlling each propeller 73. Since the angle of the propeller plane of the power unit 70 (the plane formed by the line connecting the center points of the rotating shafts of each rotor power assembly) changes during the process of the drive mechanism 11 driving the arm assembly 30 to rotate up and down, the flight attitude of the aircraft is affected. For example, when the arm assembly 30 is downward, there is an angle between the propeller plane and the vertical direction, and the propeller plane tilts forward, causing the aircraft to suddenly fly forward and continue to accelerate; or it will resume hovering after a certain period of time and remain near the previous hovering point. The above situations will affect flight safety and flight experience. Therefore, it is necessary for the control module 80 to adjust the angle of the propeller plane in real time to control the attitude of the aircraft. That is, during the deformation of the arm assembly 30, after the propeller plane changes to a certain angle, the control module 80 controls the rotation speed of the propellers 73 of each rotor power assembly to adjust the propeller plane, thereby compensating for the change in the propeller plane caused by the deformation of the arm assembly 30, so that the propeller plane is finally located at the angle controlled by the user, such as the angle of hovering parallel to the horizontal plane, or a certain forward tilt angle for forward flight, etc. As can be seen from the above, the deformation movement of the arm assembly 30 in the embodiment of the present application is the superposition of the two movements of the drive mechanism 11 driving the arm assembly 30 to rotate up and down and the control module 80 controlling the propeller plane to change the aircraft. It should be noted that when the arm assembly 30 is not deformed, the flight attitude of the aircraft is also controlled by the control module 80, or another control module can be set to control the flight attitude of the aircraft.

[0144] The aircraft further includes a detection module 90, which is electrically connected to the control module 80. The detection module 90 is configured to detect the angle between the longitudinal axis of the central body 10 and the roll axis of the power unit 70. The control module 80 is configured to receive this angle information in real time to adjust the aircraft's attitude.

[0145] Specifically, in the embodiment of the present application, as shown in Figures 11 and 12 , the detection module 90 includes a Hall sensor. Specifically, the Hall sensor comprises a mating magnetic ring 92 and a Hall plate 91. The magnetic ring 92 is disposed on the arm assembly 30 and is configured to rotate synchronously with the arm assembly 30. The Hall plate 91 is disposed on the central body 10. The Hall sensor detects the rotation angle of the arm assembly 30, thereby determining the angle between the longitudinal axis of the central body 10 and the roll axis of the power unit 70. The Hall sensor offers high detection accuracy and reliability.

[0146] In other embodiments, the detection module 90 can also be configured to include a first inertial measurement unit provided on the central body 10 and a second inertial measurement unit provided on the arm assembly 30, and the control module 80 is configured to compare the detection results of the first inertial measurement unit and the second inertial measurement unit, so as to obtain the angle information between the longitudinal axis of the central body 10 and the roll axis of the power unit 70.

[0147] In another embodiment, the number of rotations of the servo 111 can be determined to determine the spacing of the screw rod 112, and thus the rotation angle of the nut-connecting rod mechanism 113. Specifically, as shown in FIG10 , the drive mechanism 11 includes a servo 111, a screw rod 112, and a nut-connecting rod mechanism 113. The nut-connecting rod mechanism 113 is threadedly engaged with the screw rod 112 and connected to the connecting rod 31. The servo 111 is configured to drive the screw rod 112 to rotate. The rotation of the screw rod 112 drives the nut-connecting rod mechanism 113 to reciprocate along the axial direction of the screw rod 112, thereby driving the arm assembly 30 to rotate. The detection module 90 is used to detect the number of rotations of the servo 111, thereby obtaining information on the angle between the longitudinal axis of the central body 10 and the roll axis of the power unit 70. It should be noted that the detection module 90 in this case can be a detection module 90 built into the servo; it can also be a detection module 90 outside the servo. In addition, the drive mechanism 11 of the present application can be specifically designed with reference to the existing technology and will not be described in detail here.

[0148] Furthermore, in this embodiment of the present application, the control module 80 is further configured to control the movement of the aircraft when the arm assembly 30 rotates, thereby keeping the functional modules on the payload assembly 20, such as the camera module 22, stationary, thereby ensuring that the camera captures the image unchanged. It should be noted that if the user operates the aircraft to fly forward or backward, the payload assembly 20 will also move with the center body 10. The payload assembly 20 is only guaranteed to remain stationary when the user is not operating the aircraft (also known as operating the stick).

[0149] In another embodiment, an aircraft is provided, comprising two arm assemblies 30, disposed on opposite sides of a central body 10. The arm assemblies 30 include a connecting rod 31, an auxiliary arm 34, and a crossbar 32. The connecting rod 31 has one end rotatably connected to the central body 10 and the other end connected to the crossbar 32. The auxiliary arm 34 has one end rotatably connected to the central body 10 via a first ball joint structure 35 and the other end rotatably connected to the crossbar 32 via a second ball joint structure 36. The aircraft also includes a power unit 70 for moving the aircraft, disposed on the crossbar 32. A drive mechanism 11 is mechanically coupled to the two arm assemblies 30 and is used to drive the two arm assemblies 30 to move relative to the central body 10. The auxiliary arm 34 is connected via the first ball joint structure 35 and the second ball joint structure 36, allowing the arm assemblies 30 to have a large degree of freedom when rotating. It should be noted that this embodiment can exist alone or in any combination with other embodiments of the present application.

[0150] In the embodiment of the present application, the first ball joint structure 35 includes a first ball head 351 . The first ball head 351 is embedded in the central body 10 and rotates on the central body 10 .

[0151] In the embodiment of the present application, as shown in Figures 11 and 13, the second ball joint structure 36 includes a second ball head 361 and a tie rod connector 362. One end of the tie rod connector 362 is nested and connected to the second ball head 361, and the other end is connected to the cross bar 32. The end of the auxiliary support arm 34 is connected to the second ball head 361. As a result, the connecting rod 31, the auxiliary support arm 34, the tie rod connector 362 and the corresponding parts of the central body 10 form a parallelogram or a parallelogram-like shape. The connection between the first ball head 351 and the central body 10 and between the second ball head 361 and the tie rod connector 362 can be made using an injection molding process.

[0152] Specifically, the pull rod connector 362 includes a first component 3621 and a second component 3622. One end of the first component 3621 is nested and connected to the second ball head 361, and the other end is connected to the cross bar 32. The second component 3622 is sleeved outside the first component 3621 and locked to the cross bar 32 with the first component 3621.

[0153] Furthermore, the first component 3621 is used to wrap a portion of the crossbar 32 from one side of the crossbar 32, and the second component 3622 is used to wrap the crossbar 32 from the other side of the crossbar 32 and is sleeved outside the first component 3621. The first component 3621 and the second component 3622 are connected and locked to the crossbar 32 via fasteners. The above-mentioned method of the second component 3622 hugging the first component 3621 can make the fixation between the pull rod connector 362 and the crossbar 32 more secure.

[0154] Furthermore, the outer wall of the first component 3621 is provided with a first step portion 36211, and the inner wall of the second component 3622 is provided with a second step portion 36221. The first step portion 36211 and the second step portion 36221 cooperate to circumferentially limit the first component 3621 when the first component 3621 is locked.

[0155] Furthermore, the second component 3622 is provided with a rib 36222 , which is provided at one end of the second component 3622 . The rib 36222 is used to axially limit the first component 3621 when the first component 3621 is tightly held.

[0156] Furthermore, the rib 36222 is provided with an insertion portion 36223, and the first component 3621 is provided with a slot 36212. When the first component 3621 and the second component 3622 are locked, the insertion portion 36223 is inserted into the slot 36212. It should be noted that the slot 36212 can also be provided on the rib 36222 and the insertion portion 36223 can be provided on the first component 3621.

[0157] In the embodiment of the present application, the auxiliary arm 34 is threadedly connected to the first ball joint structure 35 and / or the second ball joint structure 36, making the auxiliary arm 34 easy to install. Specifically, the auxiliary arm 34 is threadedly connected to the first ball head 351 and / or the second ball head 361. It should be noted that those skilled in the art may employ other methods to secure the auxiliary arm 34 to the ball joint structure, such as bonding or welding.

[0158] Furthermore, the first ball head 351 and / or the second ball head 361 are further provided with positioning holes, which are used to cooperate with external tools to position the first ball head 351 or the second ball head 361, so that the auxiliary support arm 34 can be removed by rotating the auxiliary support arm 34. The positioning holes can be hexagonal holes or other holes.

[0159] In another embodiment of the present application, as shown in Figures 14 and 15, the aircraft includes a central body 10; arm assemblies 30, respectively provided on opposite sides of the central body 10; a power unit 70, provided on the arm assemblies 30 on both sides; a drive mechanism 11, mechanically coupled to the two arm assemblies 30, for driving the two arm assemblies 30 to move relative to the central body 10; and an obstacle avoidance module, the obstacle avoidance module including a first visual sensor and a second visual sensor.

[0160] The arm assemblies 30 on either side of the central body 10 are respectively a first arm assembly 331 and a second arm assembly 332. A first visual sensor is disposed on the first arm assembly 331 or on a power unit disposed on the first arm assembly 331, and a second visual sensor is disposed on the second arm assembly 332 or on a power unit disposed on the second arm assembly 332. The first and second visual sensors cooperate to form a binocular structure. Providing visual sensors on the arm assembly 30 or the power unit 70 can fully utilize the space of the arm assembly 30 or the power unit 70, reducing the space occupied by the central body 10. Furthermore, by arranging the visual sensors on the arm assembly 30 or the power unit 70, as the arm assembly 30 deforms, the baseline of the binocular structure also increases, enabling the visual sensors to observe farther. It should be noted that this embodiment can exist alone or in combination with other embodiments of the present application. Those skilled in the art can make corresponding combinations based on actual needs.

[0161] As shown in FIG14 , the first visual sensor includes a first front visual sensor 611 corresponding to the front end of the first arm assembly 331, and the second visual sensor includes a second front visual sensor 612 corresponding to the front end of the second arm assembly 332. The first front visual sensor 611 and the second front visual sensor 612 constitute a first binocular 61. Alternatively, the first visual sensor includes a first rear visual sensor 621 corresponding to the rear end of the first arm assembly 331, and the second visual sensor includes a second rear visual sensor 622 corresponding to the rear end of the second arm assembly 332. The first rear visual sensor 621 and the second rear visual sensor 622 constitute a second binocular 62. It should be noted that the first binocular 61 and the second binocular 62 do not necessarily exist at the same time. The first visual sensor may include only the first front visual sensor 611, only the first rear visual sensor 621, or may refer to both the first front visual sensor 611 and the first rear visual sensor 621. The second vision sensor may include only the second front-end vision sensor 612 , or only the second rear-end vision sensor 622 , or refer to both the second front-end vision sensor 612 and the second rear-end vision sensor 622 .

[0162] In this embodiment of the present application, the FOV of the first binoculars 61 covers the front and outside of the central body 10; and / or the FOV of the second binoculars 62 covers the rear and outside of the central body 10. In this embodiment of the present application, the first binoculars 61 and the second binoculars 62 form an obstacle avoidance function in the front, back, left, and right directions, providing the aircraft with horizontal omnidirectional perception capabilities.

[0163] In the embodiment of the present application, each first rotor power assembly 71 and each second rotor power assembly 72 includes a propeller 73 and a power source for driving the propeller 73 to rotate, and the first visual sensor and the second visual sensor are respectively arranged on the power source of the corresponding rotor power assembly.

[0164] Specifically, referring to Figures 10 and 15 , the power source includes a motor 74 for driving the propeller 73 to rotate and a motor base 75 for mounting the motor 74. The motor base 75 is provided on the arm assembly 30, and the first visual sensor and the second visual sensor are respectively provided on the corresponding motor base 75. That is, each visual sensor is provided on a corresponding motor base 75. The motor base 75 can be made of metal and has good deformation resistance. The visual sensor is mounted on the motor base 75 to improve the reliability of the visual sensor. It should be noted that the visual sensor can also be provided on the motor 74. For example, the housing of the motor 74 also has good deformation resistance.

[0165] Further, referring to FIG. 15 , the arm assembly 30 further includes a tripod 39 , which is connected to the lower side of the motor base 75 . The motor base 75 has a mounting portion 751 extending in the direction of the tripod 39 . The first visual sensor and the second visual sensor are disposed on the corresponding mounting portion 751 . That is, each visual sensor is disposed on a corresponding mounting portion 751 , which can lengthen the distance between the visual sensor and the propeller 73 , thereby reducing or eliminating interference of the propeller 73 with the visual sensor. The mounting portion 751 is connected to the tripod 39 ; or, the tripod 39 surrounds the mounting portion 751 and is adjacent to the mounting portion 751 , that is, the tripod 39 is provided with a recess, and the mounting portion 751 extends into the recess. It should be noted that each visual sensor can also be disposed at any position of the corresponding arm assembly 30 .

[0166] As shown in Figures 14 and 15, in the embodiment of the present application, the obstacle avoidance module further includes a third binocular 63 located at the top of the central body 10 and / or a fourth binocular 64 located at the bottom of the central body 10, thereby achieving the obstacle avoidance function in the upward and downward directions.

[0167] The third binocular 63 and / or the fourth binocular 64 are each mounted to the central body 10 via a visual support 65. The visual support 65 includes a cantilever structure 6521 that connects to the central body 10 to secure the third binocular 63 and / or the fourth binocular 64 to the central body 10. Furthermore, the cantilever structure 6521 includes a connection hole for receiving a fastener to secure the third binocular 63 and / or the fourth binocular 64 to the central body 10. The integrated cantilever structure 6521 on the visual support 65 provides a force relief effect when the third binocular 63 and / or the fourth binocular 64 are mounted to the central body 10, ensuring uniform force distribution. Furthermore, the cantilever structure 6521 has a certain height, making it less prone to deformation and ensuring effective positioning. Furthermore, the integrated cantilever 6521 improves assembly efficiency.

[0168] In an embodiment of the present application, the visual bracket 65 includes a fixing frame 651 of the visual sensor and a pressing piece 652 (which can be a sheet metal part) for fixing the connector (the connector is used to connect the visual sensor to the core board 13), and the pressing piece 652 or the fixing frame 651 is provided with a cantilever structure 6521.

[0169] In the embodiment of the present application, as shown in Figures 15, 18, and 21, the aircraft further includes an FPV camera assembly 50 mounted on the central body 10. When the payload assembly 20 is a camera assembly, while the camera assembly is directed toward one side of the central body 10, the FPV camera assembly 50 can be configured to capture images of the other side of the central body 10. For example, while the camera assembly is capturing images of the rear of the central body 10, the FPV module 52 can capture images of the front of the central body 10, thereby facilitating the user's assessment of the forward flight environment, enabling control of the aircraft and enhancing flight safety.

[0170] In the embodiment of the present application, the FPV shooting assembly 50 includes a mounting bracket 51, an FPV module 52 and a driving element 53. One end of the FPV module 52 is provided with a shaft end 523, and the other end is connected to the driving element 53, and the driving element 53 is used to drive the FPV module 52 to rotate. The mounting bracket 51 is provided with a first end 511 and a second end 512. The first end 511 is used to install the driving element 53, and the second end 512 is used to install the shaft end 523. The mounting bracket 51 is an integral part, which is used to ensure the coaxiality of the two ends of the FPV module 52, avoid the accuracy of the two ends of the FPV module 52 being affected by assembly errors, and thus make the rotation adjustment of the FPV module 52 more accurate. In the embodiment of the present application, the driving element 53 is a motor, and in other embodiments it can also be a driving structure such as a pulsator or a crank. It should be noted that the FPV module of the embodiment of the present application can exist alone or attached to an aircraft.

[0171] In the embodiment of the present application, the FPV module 52 is configured to rotate about the pitch axis of the power unit 70. That is, the driving element 53 is used to drive the FPV module 52 to rotate about the pitch axis of the power unit 70. It can also be configured to rotate about the yaw axis or roll axis of the power unit 70 as needed. In the embodiment of the present application, the FPV shooting assembly 50 includes the FPV module 52, thereby providing the user with a first-person perspective. In other embodiments, the FPV module 52 can also be replaced with other camera modules.

[0172] Furthermore, the mounting bracket 51 is provided with a receiving cavity between the first end 511 and the second end 512. The first end 511 is provided with a drive mounting groove 5111 for accommodating at least part of the drive element 53. The second end 512 is provided with a mounting hole 5121 for cooperating with the shaft end 523 and a guide inlet 5122 located radially from the mounting hole 5121. When the FPV module 52 is installed in the receiving cavity, the shaft end 523 is inserted into the mounting hole 5121 along the guide inlet 5122. The drive element 53 is located outside the drive mounting groove 5111 and directly opposite the drive mounting groove 5111. When the FPV module 52 is moved toward the drive mounting groove 5111, the drive element 53 at least partially enters the drive mounting groove 5111, and the shaft end 523 is rotatably fixed to the mounting hole 5121. The above design facilitates the installation of the FPV module 52 into the integral mounting bracket 51.

[0173] Furthermore, the shaft end 523 is fixed to the second end portion 512 via the bearing 54 , thereby reducing friction when the shaft end 523 rotates, making the FPV module 52 smoother when rotating to adjust the shooting angle.

[0174] As shown in Figure 18, the FPV module 52 includes a main body 521 and a protrusion 522 provided on the main body 521. The mounting bracket 51 is provided with a first opening 514 facing the outside of the central body 10 and a second opening 515 opposite the first opening. The dimension of the first opening 514 along the rotation axis of the drive element 53 matches the dimension of the protrusion 522 along the rotation axis of the drive element 53. The dimension of the first opening 514 perpendicular to the rotation axis of the drive element 53 is greater than the vertical dimension of the protrusion 522, allowing the FPV module 52 to rotate within the first opening 514. The FPV module 52 is configured to be installed into the accommodating cavity through the second opening 515 and can be installed into the mounting bracket 51 in the direction of arrow K1 shown in Figure 21, with the protrusion 522 extending out of the first opening 514.

[0175] In the embodiment of the present application, when the FPV module 52 is inserted into the mounting bracket 51, the protrusion 522 faces away from the first opening 514, as shown in FIG21 . When the driving element 53 is seated in the driving mounting slot 5111, that is, after the FPV module 52 is inserted into the mounting bracket 51 in the K1 direction, the FPV module 52 is moved in the K2 direction so that the driving element 53 is seated in the driving mounting slot 5111. The protrusion 522 is then rotated in the K3 direction so that the protrusion 522 is rotated out of the first opening 514. Since the two sides of the protrusion 522 contact the first end 511 and the second end 512, respectively, when the FPV module 52 is installed, the axial movement of the FPV module 52 is restricted by the first end 511 and the second end 512. Therefore, the FPV module 52 must be rotated so that the protrusion 522 faces the second opening 515. At this point, the protrusion 522 is not restricted when the FPV module 52 is axially moved, allowing the FPV module 52 to be removed. Similarly, when installing the FPV module 52, it is also necessary to insert the FPV module 52 when the protrusion 522 is facing away from the first opening 514 (along the direction of the second opening). After the driving element 53 is in place, the FPV module 52 is rotated so that the protrusion 522 is rotated out of the first opening.

[0176] In an embodiment of the present application, as shown in Figures 19 and 20 (Figures 19 and 20 are exploded views of the FPV shooting assembly from two different directions), the FPV shooting assembly 50 also includes a cover 55, which is used to close the second opening 515 after the FPV module 52 is installed in place.

[0177] In an embodiment of the present application, the payload assembly 20 is located on the lower side of the central body 10, and the FPV shooting assembly 50 is located on the upper side of the central body 10. When the FPV shooting assembly 50 shoots downward, the FOV of the FPV module 52 is staggered or only partially overlaps with the payload assembly 20, thereby reducing or eliminating the obstruction of the FPV shooting assembly 50 by the payload assembly 20.

[0178] In the embodiment of the present application, the center body 10 is provided with a receiving opening 15. Referring to FIG. 10 , the receiving opening 15 is located at the nose of the center body 10. The FPV camera assembly 50 is mounted within the receiving opening 15. The mounting bracket 51 is aligned with the sidewalls surrounding the receiving opening 15, and the mounting bracket 51 is flush with or smoothly transitions from the sidewalls surrounding the receiving opening 15. This creates a compact structure and enhances the aircraft's appearance.

[0179] In the embodiment of the present application, as shown in Figures 10 and 22 to 27, Figures 22 and 23 are exploded views of the heat dissipation device 40 in two different directions. The aircraft also includes a heat dissipation device 40 provided on the central body 10. The heat dissipation device 40 includes a first heat dissipation structure 41 and a second heat dissipation structure 42. The first heat dissipation structure 41 is configured to dissipate heat on one side of the core board 13 of the central body 10, and the second heat dissipation structure 42 is used to dissipate heat on the other side of the core board 13. By dissipating heat on both sides of the core board 13 through the first heat dissipation structure 41 and the second heat dissipation structure 42, the heat of the electronic components on both sides of the core board 13 can be effectively taken away, thereby improving the heat dissipation efficiency.

[0180] Furthermore, a cavity 4113 for accommodating the core board 13 is formed between the first heat dissipation structure 41 and the second heat dissipation structure 42 . The core board 13 is sandwiched therein, which can effectively improve the heat dissipation efficiency and make the structure compact.

[0181] Specifically, the first heat dissipation structure 41 is provided with a cavity 4113 , the core board 13 is provided in the cavity 4113 , and the second heat dissipation structure 42 is provided in the cavity 4113 and covered on the core board 13 .

[0182] In an embodiment of the present application, as shown in Figures 24 and 25, the first heat dissipation structure 41 includes a first fan 412 and a first air outlet duct 415, the air inlet of the first fan 412 is connected to the air inlet 14 located on the central body 10 to form a first air inlet duct 414, the air outlet 4121 of the first fan is connected to the first air outlet duct 415, and the first air inlet duct 414 is isolated from the first air outlet duct 415; and / or, as shown in Figures 26 and 27, the second heat dissipation structure 42 includes a second fan 422 and a second air outlet duct 425, the air inlet of the second fan 422 is connected to the air inlet 14 located on the central body 10 to form a second air inlet duct 424, the air outlet 4221 of the second fan is connected to the second air outlet duct 425, and the second air inlet duct 424 and the second air outlet duct 425 are isolated.

[0183] In the embodiment of the present application, as shown in FIG10 , the air outlet directions of the first air outlet duct 415 and the second air outlet duct 425 deviate from the load component 20 to prevent the exported hot air from blowing toward the load component 20 .

[0184] The air outlet (not marked in the drawings) of the first air outlet duct 415 and the air outlet 4255 of the second air outlet duct 425 are both arranged toward the bottom of the central body 10 , thereby directing the hot air flow out from the bottom of the central body 10 .

[0185] In an embodiment of the present application, as shown in Figures 22 and 2, the first heat dissipation structure 41 also includes a first bracket 411 and a first cover plate 413, and the side of the first bracket 411 facing away from the core board 13 includes a first area 4111 and a second area 4112, the first fan 412 is arranged in the first area 4111, and the first cover plate 413 is covered in the second area 4112 to cooperate to form a first air outlet duct 415; and / or, the second heat dissipation structure 42 also includes a second bracket 421 and a second cover plate 423, and the side of the second bracket 421 facing away from the core board 13 includes a third area 4211 and a fourth area 4212, the second fan 422 is arranged in the third area 4211, and the second cover plate 423 is changed to the fourth area 4212 to cooperate to form a second air outlet duct 425.

[0186] The first air outlet duct 415 is provided with a first heat dissipation rib 4151 ; the second air outlet duct 425 is provided with a second heat dissipation rib 4251 , which is beneficial to improving heat dissipation efficiency.

[0187] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present application, rather than to limit them. Although the present application has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein. However, these modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the embodiments of the present application.

Claims

1. An aircraft, characterized in that: include: centrosome; Two arm assemblies are respectively arranged on opposite sides of the central body, and the arm assemblies have a proximal end portion close to the central body and a distal end portion away from the central body; A power device for moving the aircraft, the power device comprising a first rotor power assembly respectively mounted on the two arm assemblies; as well as a drive mechanism, mechanically coupled to the two arm assemblies; wherein, when the aircraft is in flight, the drive mechanism is capable of driving the two arm assemblies to move relative to the central body so that the distal end portion is stably maintained at a first height position and a second height position, the second height position being different from the first height position; The distance between the first rotor power assemblies of the two arm assemblies when the distal ends are at a first height position is smaller than the distance between the distal ends when the distal ends are at a second height position.

2. The aircraft according to claim 1, characterized in that During the rotation of the arm assembly, the angle between the longitudinal axis of the central body and the roll axis of the power unit changes.

3. The aircraft according to claim 2, characterized in that When the distal end is at the second height position, the longitudinal axis of the central body is tilted relative to the roll axis of the power device, and one end of the central body configured for connecting to the load assembly is higher than the other end.

4. The aircraft according to claim 2, characterized in that When the distal end is at the first height position, the longitudinal axis of the central body is tilted relative to the roll axis of the power unit, and one end of the central body configured for connection to a load assembly is lower than the other end.

5. The aircraft according to claim 2, characterized in that When the distal end portion is at the first height position, the longitudinal axis of the central body is parallel or approximately parallel to the roll axis of the power unit.

6. The aircraft according to claim 1, characterized in that The power unit includes a second rotor power assembly respectively installed on the two arm assemblies, and the first rotor power assembly and the second rotor power assembly are respectively arranged at both ends of the arm assembly. In the roll axis direction of the power unit, the first rotor power assembly is close to the installation position on the center body for installing the load assembly.

7. The aircraft according to claim 6, characterized in that When the distal end portion is at the second height position, the distance between the first rotor power assemblies of the two arm assemblies is greater than the distance between the second rotor power assemblies.

8. The aircraft according to claim 6, characterized in that When the distal end portion is at the first height position, the distance between the first rotor power assemblies of the two arm assemblies is equal to the distance between the second rotor power assemblies.

9. The aircraft according to claim 1, characterized in that The arm assembly includes a connecting rod and a cross bar, one end of the connecting rod is rotatably connected to the central body, and the other end is connected to the cross bar; The two ends of the crossbar are respectively a first end and a second end, and the first rotor power assembly is arranged at the first end, or the first rotor power assembly is arranged on the crossbar and close to the first end; The distance between the first ends of the cross bars of the two arm assemblies when the distal ends are at a first height position is smaller than the distance between the first ends of the cross bars when the distal ends are at a second height position.

10. The aircraft according to claim 9, characterized in that When the distal end portion is at the second height position, a distance between the first ends of the cross bars of the two arm assemblies is greater than a distance between the second ends.

11. The aircraft according to claim 9, characterized in that When the distal end portion is at the first height position, the cross bars of the two arm assemblies are parallel or approximately parallel.

12. The aircraft according to claim 9, characterized in that When the distal end is at the second height position, the longitudinal axis of the central body is inclined relative to the plane formed by the cross bars of the two arm assemblies, and one end of the central body for connecting the load assembly is higher than the other end.

13. The aircraft according to claim 9, characterized in that When the distal end portion is at the first height position, the longitudinal axis of the central body is parallel or approximately parallel to the crossbar.

14. The aircraft according to claim 9, characterized in that The arm assembly is configured to rotate around a rotation axis on the central body, and the crossbar is arranged non-parallel to the corresponding rotation axis.

15. The aircraft according to claim 14, characterized in that A vertical distance from the first end to the corresponding rotation axis is greater than a vertical distance from the second end to the corresponding rotation axis.

16. The aircraft according to claim 1, characterized in that The central body is provided with a mounting position for mounting a load assembly, and in the yaw axis direction of the power device, the second height position is closer to the load assembly than the first height position.

17. The aircraft according to claim 1, characterized in that The central body is provided with an installation position for installing a load component, and the installation position is located at the lower side of the central body.

18. The aircraft according to claim 1, 16 or 17, characterized in that The first height position corresponds to an upper side of the central body, and the second height position corresponds to a lower side of the central body.

19. The aircraft according to claim 1, characterized in that The central body is provided with a mounting position for mounting a load assembly. In the roll axis direction of the power device, the first rotor power assembly is arranged close to the load assembly.

20. The aircraft according to claim 16 or 19, characterized in that The installation position is arranged at the front end of the central body.

21. The aircraft according to any one of claims 1 to 20, characterized in that It also includes a control module for controlling the attitude of the aircraft, and the control module is configured to adjust the attitude of the aircraft during the rotation of the arm assembly.

22. The aircraft according to claim 21, characterized in that It also includes a detection module, which is electrically connected to the control module. The detection module is configured to detect the angle information between the longitudinal axis of the center body and the roll axis of the power unit. The control module is used to receive the angle information in real time to adjust the attitude of the aircraft.

23. The aircraft according to claim 22, characterized in that The detection module includes a Hall sensor.

24. The aircraft according to claim 22, characterized in that The detection module includes a first inertial measurement unit arranged on the central body and a second inertial measurement unit arranged on the arm assembly. The control module is configured to compare the detection results of the first inertial measurement unit and the second inertial measurement unit to obtain the angle information between the longitudinal axis of the central body and the roll axis of the power device.

25. The aircraft according to claim 22, characterized in that The driving mechanism includes a servo, a screw and a nut-connecting rod mechanism. The nut-connecting rod mechanism is threadedly engaged with the screw and connected to the connecting rod. The servo is configured to drive the screw to rotate. The screw rotates to drive the nut-connecting rod mechanism to reciprocate along the axial direction of the screw, thereby driving the arm assembly to rotate. The detection module is used to detect the number of rotations of the servo, thereby obtaining angle information between the longitudinal axis of the central body and the roll axis of the power unit.

26. The aircraft according to claim 1, characterized in that It also includes an FPV shooting assembly arranged on the central body, the FPV shooting assembly includes a mounting bracket, an FPV module and a driving element, one end of the FPV module is provided with an axis end, and the other end is connected to the driving element, the driving element is used to drive the FPV module to rotate, the mounting bracket is provided with a first end and a second end, the first end is used to install the driving element, and the second end is used to install the axis end, and the mounting bracket is an integral part.

27. The aircraft according to claim 26, characterized in that The mounting bracket is provided with an accommodating cavity between the first end and the second end, the first end is provided with a drive mounting groove for accommodating at least part of the drive element, and the second end is provided with a mounting hole for cooperating with the shaft end and a guide inlet located radially of the mounting hole; When the FPV module is installed in the accommodating cavity, the shaft end is inserted into the mounting hole along the guide entrance, and the driving element is located on the outside of the driving mounting slot and facing the driving mounting slot. When the FPV module is moved toward the driving mounting slot, the driving element at least partially enters the driving mounting slot, and the shaft end is rotatably fixed to the mounting hole.

28. The aircraft according to claim 27, characterized in that The shaft end is fixed to the second end portion via a bearing.

29. The aircraft according to claim 27, characterized in that The FPV module includes a main body and a protrusion provided on the main body; The mounting bracket is provided with a first opening facing the outer side of the central body and a second opening opposite to the first opening; The dimension of the first opening along the rotation axis of the driving element is adapted to the dimension of the protrusion along the rotation axis of the driving element, and the dimension of the first opening in a direction perpendicular to the rotation axis of the driving element is larger than the vertical dimension of the protrusion, so that the FPV module can rotate within the first opening; The FPV module is configured to be loaded into the accommodating cavity from the second opening, and the protrusion extends out of the first opening.

30. The aircraft according to claim 29, characterized in that When the FPV module is inserted into the mounting bracket, the protrusion faces away from the first opening; when the driving element is located in the driving mounting slot, the protrusion is rotated so that the protrusion is rotated out of the first opening.

31. The aircraft according to claim 29, characterized in that The FPV shooting assembly further includes a cover body, which is used to close the second opening.

32. An aircraft according to any one of claims 26 to 31, characterized in that The FPV module is configured to rotate about a pitch axis of the power plant.

33. An aircraft according to any one of claims 26 to 31, characterized in that The central body is provided with a receiving opening, and the FPV shooting assembly is installed in the receiving opening.

34. The aircraft according to claim 33, characterized in that The mounting bracket is docked with the side wall around the accommodating opening, and the mounting bracket is flush with or smoothly transitions to the side wall around the accommodating opening.

35. The aircraft according to claim 1, characterized in that It also includes an obstacle avoidance module, which includes a first visual sensor and a second visual sensor. The arm assemblies on both sides of the central body are respectively the first arm assembly and the second arm assembly. The first visual sensor is arranged on the first arm assembly or on a power device arranged on the first arm assembly. The second visual sensor is arranged on the second arm assembly or on a power device arranged on the second arm assembly. The first visual sensor and the second visual sensor cooperate to form a binocular structure.

36. The aircraft according to claim 35, characterized in that The first visual sensor includes a first front-end visual sensor corresponding to the front end of the first arm assembly, the second visual sensor includes a second front-end visual sensor corresponding to the front end of the second arm assembly, the first front-end visual sensor and the second front-end visual sensor forming a first binocular; and / or, The first visual sensor includes a first rear end visual sensor corresponding to the rear end of the first arm assembly, and the second visual sensor includes a second rear end visual sensor corresponding to the rear end of the second arm assembly. The first rear end visual sensor and the second rear end visual sensor constitute a second binocular.

37. The aircraft according to claim 36, characterized in that: The FOV of the first binocular covers the front and outside of the central body; and / or, The FOV of the second binocular covers the rear and outside of the central body.

38. The aircraft according to claim 35, characterized in that The power unit also includes a second rotor power assembly provided in the two arm assemblies. The first rotor power assembly and the second rotor power assembly both include propellers and a power source for driving the propellers to rotate. The first visual sensor and the second visual sensor are respectively provided in the corresponding power sources.

39. The aircraft according to claim 38, characterized in that The power source includes a motor for driving the propeller to rotate and a motor base for mounting the motor. The motor base is provided on the arm assembly, and the first visual sensor and the second visual sensor are respectively provided on the corresponding motor bases.

40. The aircraft according to claim 39, characterized in that The arm assembly further includes a tripod connected to the lower side of the motor base. The motor base has a mounting portion extending toward the tripod, and the visual sensor is disposed on the mounting portion.

41. The aircraft according to claim 40, characterized in that The mounting portion is connected to the tripod; or the tripod surrounds the mounting portion and is adjacent to the mounting portion.

42. The aircraft according to claim 35, characterized in that The obstacle avoidance module further includes a third binocular located at the top of the central body and / or a fourth binocular located at the bottom of the central body.

43. The aircraft according to claim 42, characterized in that The third binocular and / or the fourth binocular are each mounted on the central body via a visual bracket, and the visual bracket is provided with a cantilever structure, and the cantilever structure is connected to the central body to fix the third binocular and / or the fourth binocular to the central body.

44. The aircraft according to claim 1, characterized in that The arm assembly includes a connecting rod, an auxiliary support arm and a cross bar. One end of the connecting rod is rotatably connected to the central body, and the other end is connected to the cross bar. One end of the auxiliary support arm is rotatably connected to the central body through a first ball joint structure, and the other end is connected to the cross bar through a second ball joint structure.

45. The aircraft according to claim 44, characterized in that The second ball joint structure includes a second ball head and a pull rod connector. One end of the pull rod connector is nested and connected to the second ball head, and the other end is connected to the cross bar. The auxiliary support arm is connected to the second ball head.

46. ​​The aircraft according to claim 45, characterized in that The pull rod connector includes a first component and a second component, one end of the first component is nested and connected to the second ball head, and the other end is connected to the cross bar, and the second component is sleeved outside the first component and locked to the cross bar with the first component.

47. The aircraft according to claim 46, characterized in that The first component is used to wrap a portion of the cross bar from one side of the cross bar, and the second component is used to wrap the cross bar from the other side of the cross bar and is sleeved outside the first component.

48. The aircraft according to claim 47, characterized in that The outer wall of the first component is provided with a first step portion, and the inner wall of the second component is provided with a second step portion. The first step portion and the second step portion cooperate to circumferentially limit the first component when the first component is locked.

49. The aircraft according to claim 47, characterized in that The second component is provided with a rib, which is provided at one end of the second component. The rib is used to axially limit the first component when the first component is locked.

50. The aircraft according to claim 49, characterized in that The rib is provided with an inserting portion, and the first component is provided with a slot, and / or the rib is provided with a slot, and the first component is provided with an inserting portion; When the first component and the second component are locked, the insertion portion is inserted into the slot.

51. The aircraft according to claim 44, characterized in that The auxiliary support arm is threadedly connected to the first ball joint structure; and / or the auxiliary support arm is threadedly connected to the second ball joint structure.

52. The aircraft according to claim 1, characterized in that It also includes a heat dissipation device arranged on the central body, the heat dissipation device includes a first heat dissipation structure and a second heat dissipation structure, the first heat dissipation structure is configured to dissipate heat on one side of the core board of the central body, and the second heat dissipation structure is used to dissipate heat on the other side of the core board.

53. The aircraft according to claim 52, characterized in that A cavity for accommodating the core board is formed between the first heat dissipation structure and the second heat dissipation structure.

54. The aircraft according to claim 53, characterized in that The first heat dissipation structure is provided with the cavity, the core board is provided in the cavity, and the second heat dissipation structure is provided in the cavity and covered with the core board.

55. The aircraft according to claim 52, characterized in that The first heat dissipation structure includes a first fan and a first air outlet duct, the air inlet of the first fan is connected to the air inlet located on the central body to form a first air inlet duct, the air outlet of the first fan is connected to the first air outlet duct, and the first air inlet duct is isolated from the first air outlet duct; and / or, The second heat dissipation structure includes a second fan and a second air outlet duct. The air inlet of the second fan is connected to the air inlet located on the central body to form a second air inlet duct. The air outlet of the second fan is connected to the second air outlet duct. The second air inlet duct and the second air outlet duct are isolated.

56. The aircraft according to claim 55, characterized in that The air outlet directions of the first air outlet duct and the second air outlet duct deviate from the load component.

57. The aircraft according to claim 55, characterized in that The air outlet of the first air outlet duct and the air outlet of the second air outlet duct are both arranged toward the bottom of the central body.

58. The aircraft according to claim 55, characterized in that The first heat dissipation structure further includes a first bracket and a first cover plate, wherein the first bracket includes a first area and a second area on a side facing away from the core board, the first fan is provided in the first area, and the first cover plate is provided on the second area to form the first air outlet duct, and / or The second heat dissipation structure also includes a second bracket and a second cover plate. The side of the second bracket facing away from the core board includes a third area and a fourth area. The second fan is arranged in the third area, and the second cover plate is changed to the fourth area to cooperate in forming the second air outlet duct.

59. The aircraft according to claim 55, characterized in that The first air outlet duct is provided with a first heat dissipation rib; and / or the second air outlet duct is provided with a second heat dissipation rib.

60. An aircraft, characterized in that: include: a center body configured for connection to a payload assembly; Two arm assemblies are respectively arranged on opposite sides of the central body, and the arm assemblies have a proximal end portion close to the central body and a distal end portion away from the central body; A power device for moving the aircraft, the power device comprising a first rotor power assembly mounted on the two arm assemblies; as well as a drive mechanism, mechanically coupled to the two arm assemblies; Wherein, when the aircraft is in a flight state, the driving mechanism is capable of driving the two arm assemblies to move relative to the central body so that the distal end portion is stably maintained at the first height position and the second height position; The first height position is located above the load assembly, and the second height position is closer to the load assembly than the first height position in the yaw axis direction of the power device; The aircraft has a first operating mode and a second operating mode; When the aircraft is in the first operating mode, the distal end portion is located at the first height position, so that the load assembly can rotate in a vertical direction without obstruction at least when the propeller plane of the power unit is in a horizontal state; When the aircraft is in the second working mode, the distal end is located at the second height position, and the distance between the first rotor power assemblies of the two arm assemblies is increased compared to the first height position, so that the load assembly can operate on the ground and down without obstruction at least when the propeller plane of the power unit is in a horizontal state.

61. The aircraft according to claim 60, characterized in that The load assembly includes a pan-tilt mechanism configured to drive the shooting module to rotate to adjust the shooting angle.

62. The aircraft according to claim 61, characterized in that The gimbal mechanism includes a yaw-axis motor, a roll-axis motor, and a pitch-axis motor, which are sequentially arranged from a central body to the shooting module. The axis of the roll-axis motor is tilted relative to the axis of the pitch-axis motor or the axis of the yaw-axis motor, and the axis of the roll-axis motor gradually moves away from the central body in the direction toward the shooting module.

63. The aircraft according to claim 60, characterized in that During the rotation of the arm assembly, the angle between the longitudinal axis of the central body and the roll axis of the power unit changes.

64. The aircraft according to claim 63, characterized in that When the distal end is at the second height position, the longitudinal axis of the central body is tilted relative to the roll axis of the power device, and one end of the central body configured for connecting to the load assembly is higher than the other end.

65. The aircraft according to claim 63, characterized in that When the distal end is at the first height position, the longitudinal axis of the central body is tilted relative to the roll axis of the power unit, and one end of the central body configured for connection to a load assembly is lower than the other end.

66. The aircraft according to claim 63, characterized in that When the distal end portion is at the first height position, the longitudinal axis of the central body is parallel or approximately parallel to the roll axis of the power unit.

67. The aircraft according to claim 60, characterized in that The power unit includes a second rotor power assembly respectively installed on the two arm assemblies, the first rotor power assembly and the second rotor power assembly are respectively arranged at two ends of the arm assemblies, and in the roll axis direction of the power unit, the first rotor power assembly is close to the load assembly.

68. The aircraft according to claim 67, characterized in that When the distal end portion is at the second height position, the distance between the first rotor power assemblies of the two arm assemblies is greater than the distance between the second rotor power assemblies.

69. The aircraft according to claim 67, characterized in that When the distal end portion is at the first height position, the distance between the first rotor power assemblies of the two arm assemblies is equal to the distance between the second rotor power assemblies.

70. The aircraft according to claim 60, characterized in that The arm assembly includes a connecting rod and a cross bar, one end of the connecting rod is rotatably connected to the central body, and the other end is connected to the cross bar; The two ends of the crossbar are respectively a first end and a second end, and the first rotor power assembly is arranged at the first end, or the first rotor power assembly is arranged on the crossbar and close to the first end; The distance between the first ends of the cross bars of the two arm assemblies when the distal ends are at a first height position is smaller than the distance between the first ends of the cross bars when the distal ends are at a second height position.

71. The aircraft according to claim 70, characterized in that The arm assembly is configured to rotate around a rotation axis on the central body, and the crossbar is arranged non-parallel to the corresponding rotation axis.

72. The aircraft according to claim 71, characterized in that A vertical distance from the first end to the corresponding rotation axis is greater than a vertical distance from the second end to the corresponding rotation axis.

73. An aircraft according to any one of claims 60 to 72, characterized in that It also includes a control module for controlling the attitude of the aircraft, and the control module is configured to adjust the attitude of the aircraft during the rotation of the arm assembly.

74. The aircraft according to claim 73, characterized in that It also includes a detection module, which is electrically connected to the control module. The detection module is configured to detect the angle information between the longitudinal axis of the center body and the roll axis of the power unit. The control module is used to receive the angle information in real time to adjust the attitude of the aircraft.

75. The aircraft according to claim 74, characterized in that The detection module includes a Hall sensor.

76. The aircraft according to claim 73, characterized in that The control module is further configured to control the movement of the aircraft when the arm assembly rotates so that the functional module on the payload assembly remains stationary.

77. An aircraft, characterized in that: include: centrosome; Two arm assemblies are respectively arranged on opposite sides of the central body, and the arm assemblies have a proximal end portion close to the central body and a distal end portion away from the central body; A power device for moving the aircraft, provided on the arm assembly; as well as a drive mechanism, mechanically coupled to the two arm assemblies; wherein, when the aircraft is in flight, the drive mechanism is capable of driving the two arm assemblies to move relative to the central body so that the distal end portion is stably maintained at a first height position and a second height position, the second height position being different from the first height position; When the distal end portion rotates between the first height position and the second height position, the angle between the longitudinal axis of the central body and the roll axis of the power unit changes.

78. The aircraft according to claim 77, characterized in that When the distal end is at the second height position, the longitudinal axis of the central body is tilted relative to the roll axis of the power device, and one end of the central body configured for connecting to the load assembly is higher than the other end.

79. The aircraft according to claim 77, characterized in that When the distal end is at the first height position, the longitudinal axis of the central body is tilted relative to the roll axis of the power unit, and one end of the central body configured for connection to a load assembly is lower than the other end.

80. The aircraft according to claim 77, characterized in that When the distal end portion is at the first height position, the longitudinal axis of the central body is parallel or approximately parallel to the roll axis of the power unit.

81. An aircraft according to any one of claims 77 to 80, characterized in that The load assembly is arranged below the central body.

82. The aircraft according to claim 81, characterized in that The first height position corresponds to an upper side of the central body, and the second height position corresponds to a lower side of the central body.

83. The aircraft according to claim 77, characterized in that The arm assembly includes a connecting rod and a cross bar. One end of the connecting rod is rotatably connected to the central body, and the other end is connected to the cross bar. The power device is arranged on the cross bar.

84. The aircraft according to claim 83, characterized in that The arm assembly is configured to rotate around a rotation axis on the central body, and the crossbar is arranged non-parallel to the corresponding rotation axis.

85. The aircraft according to claim 84, characterized in that A vertical distance from the first end to the corresponding rotation axis is greater than a vertical distance from the second end to the corresponding rotation axis.

86. The aircraft according to claim 1, characterized in that It also includes a control module for controlling the attitude of the aircraft, and the control module is configured to adjust the attitude of the aircraft during the rotation of the arm assembly.

87. The aircraft according to claim 86, characterized in that It also includes a detection module, which is electrically connected to the control module. The detection module is configured to detect the angle information between the longitudinal axis of the center body and the roll axis of the power unit. The control module is used to receive the angle information in real time to adjust the attitude of the aircraft.

88. The aircraft according to claim 87, characterized in that The detection module includes a Hall sensor.

89. The aircraft according to claim 86, characterized in that The control module is further configured to control the movement of the aircraft when the arm assembly rotates so that the functional module on the payload assembly remains stationary.

90. An aircraft, characterized in that: include: centrosome; Two arm assemblies are respectively provided on opposite sides of the central body, the arm assemblies comprising a connecting rod and a cross bar, one end of the connecting rod is rotatably connected to the central body, and the other end is connected to the cross bar; a power device for moving the aircraft, disposed on the crossbar; as well as a drive mechanism, mechanically coupled to the two arm assemblies; Wherein, when the aircraft is in a flight state, the driving mechanism is capable of driving the two arm assemblies to move relative to the central body; The arm assembly is configured to rotate around a rotation axis on the central body, and the crossbar is arranged non-parallel to the corresponding rotation axis.

91. The aircraft according to claim 90, characterized in that The central body is used to connect the load assembly, and the two ends of the cross bar are respectively a first end and a second end, wherein the first end is closer to the load assembly than the second end, and the vertical distance from the first end to the corresponding rotation axis is greater than the vertical distance from the second end to the corresponding rotation axis.

92. The aircraft according to claim 91, characterized in that The power unit includes a first rotor power assembly and a second rotor power assembly installed on each of the arm assemblies. The first rotor power assembly and the second rotor power assembly are respectively arranged at both ends of the cross bar. In the roll axis direction of the power unit, the first rotor power assembly is close to the load assembly.

93. The aircraft according to claim 92, characterized in that When the crossbar is at the second height position, the distance between the first rotor power assemblies of the two arm assemblies is greater than the distance between the second rotor power assemblies.

94. The aircraft according to claim 92, characterized in that When the distal end portion is at the first height position, the distance between the first rotor power assemblies of the two arm assemblies is equal to the distance between the second rotor power assemblies.

95. The aircraft according to claim 92, characterized in that When the cross bar is at the second height position, the distance between the first rotor power assemblies of the two arm assemblies is greater than the distance between the second rotor power assemblies; when the distal end is at the first height position, the distance between the first rotor power assemblies of the two arm assemblies is greater than the distance between the second rotor power assemblies.

96. The aircraft according to claim 92, characterized in that When the cross bar is at the second height position, the distance between the first rotor power assemblies of the two arm assemblies is equal to the distance between the second rotor power assemblies; when the distal end is at the first height position, the distance between the first rotor power assemblies of the two arm assemblies is greater than the distance between the second rotor power assemblies.

97. The aircraft according to claim 90, characterized in that During the rotation of the arm assembly, the angle between the longitudinal axis of the central body and the roll axis of the power unit changes.

98. The aircraft according to claim 97, characterized in that When the distal end is at the second height position, the longitudinal axis of the central body is tilted relative to the roll axis of the power device, and one end of the central body configured for connecting to the load assembly is higher than the other end.

99. The aircraft according to claim 97, characterized in that When the distal end is at the first height position, the longitudinal axis of the central body is tilted relative to the roll axis of the power unit, and one end of the central body configured for connection to a load assembly is lower than the other end.

100. The aircraft according to claim 97, characterized in that When the distal end portion is at the first height position, the longitudinal axis of the central body is parallel or approximately parallel to the roll axis of the power unit.

101. An aircraft, characterized in that: include: centrosome; Two arm assemblies are respectively provided on opposite sides of the central body, the arm assemblies comprising a connecting rod, an auxiliary support arm and a cross bar, one end of the connecting rod is rotatably connected to the central body, and the other end is connected to the cross bar, one end of the auxiliary support arm is rotatably connected to the central body via a first ball joint structure, and the other end is rotatably connected to the cross bar via a second ball joint structure; a power unit for moving the aircraft, disposed on the crossbar; as well as A driving mechanism is mechanically coupled to the two arm assemblies and is used to drive the two arm assemblies to move relative to the central body.

102. An aircraft, characterized in that: include: centrosome; Arm assemblies, respectively provided on opposite sides of the central body; Power devices, provided on both sides of the arm assemblies; a driving mechanism, mechanically coupled to the two arm assemblies, for driving the two arm assemblies to move relative to the central body; as well as An obstacle avoidance module includes a first visual sensor and a second visual sensor. The arm assemblies on both sides of the central body are respectively the first arm assembly and the second arm assembly. The first visual sensor is arranged on the first arm assembly or on a power device arranged on the first arm assembly. The second visual sensor is arranged on the second arm assembly or on a power device arranged on the second arm assembly. The first visual sensor and the second visual sensor cooperate to form a binocular structure.

103. An FPV shooting component, characterized in that: It includes a mounting bracket, an FPV module and a driving element. One end of the FPV module is provided with a shaft end, and the other end is connected to the driving element. The driving element is used to drive the FPV module to rotate. The mounting bracket is provided with a first end and a second end. The first end is used to install the driving element, and the second end is used to install the shaft end. The mounting bracket is an integral part.

104. An aircraft, characterized in that: It includes a central body and an FPV shooting component. The central body is provided with a receiving port at the head thereof, and the FPV shooting component is arranged in the receiving port. The FPV shooting component includes a mounting bracket, an FPV module and a driving element. One end of the FPV module is provided with an axis end, and the other end is connected to the driving element. The driving element is used to drive the FPV module to rotate. The mounting bracket is provided with a first end and a second end. The first end is used to install the driving element, and the second end is used to install the axis end. The mounting bracket is an integral part.

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