A multi-copter aircraft

Abstract

The present application relates to a kind of multi-rotor aircraft, including fuselage, nacelle and locking structure;The bottom of fuselage is recessed to form mounting slot, nacelle is slidably installed into mounting slot by guide rail assembly along first direction, locking structure has locking state and unlocking state, when nacelle is installed in mounting slot, locking structure can be in locking state to fix nacelle in mounting slot, when locking structure is in unlocking state, nacelle can be slidably disassembled relative to mounting slot, by pressing locking structure, locking structure can be switched from locking state to unlocking state.The present application has the characteristics of quick disassembly and assembly, without using additional tool to unlock locking structure, so as to disassemble nacelle, it is very convenient to use, when installing, only need to slide nacelle into mounting slot.

Description

Technical Field

[0001] This invention relates to the field of unmanned aerial vehicle technology, and in particular to a multi-rotor aircraft. Background Technology

[0002] Unmanned aerial vehicles (UAVs), also known as drones, are unmanned aircraft controlled by radio remote control equipment and onboard program control devices. Their ability to quickly take off, land, and recover in confined spaces and complex environments makes them crucial in emergency rescue operations. However, existing UAVs, due to their limited functionality or small size, cannot perform multiple tasks simultaneously on a single trip. To enhance their capabilities, pods are typically added under the fuselage or wings. These pods enable UAVs to possess functions they lack on their own; most commonly, they can carry gimbals, high-definition cameras, and in some applications, water guns, pesticide sprayers, etc.

[0003] The existing pods present significant inconveniences in connecting with drones. Their fastening structure is complex and requires external tools for disassembly and assembly, resulting in low efficiency. In scenarios where frequent changes of mounted equipment are necessary, this inefficiency leads to wasted time. Summary of the Invention

[0004] Therefore, the purpose of this invention is to overcome the shortcomings of the prior art and provide a multi-rotor aircraft.

[0005] To achieve the above objectives, the technical solution adopted by the present invention is as follows:

[0006] A multi-rotor aircraft, comprising a fuselage, a pod, and a locking structure;

[0007] The bottom of the fuselage has a recessed mounting groove. The pod is used to mount external devices. The pod can be slidably mounted into the mounting groove in a first direction via a guide rail assembly. The guide rail assembly includes a first guide rail and a second guide rail that slide and cooperate with each other. The first guide rail is fixed in the mounting groove, and the second guide rail is fixed on the pod.

[0008] The locking structure has a locked state and an unlocked state. When the pod is installed in the mounting slot, the locking structure can be in the locked state to fix the pod in the mounting slot. When the locking structure is in the unlocked state, the pod can be slidably removed relative to the mounting slot. By pressing the locking structure, the locking structure can be switched from the locked state to the unlocked state.

[0009] As can be seen from the above scheme, the pod of the multi-rotor aircraft in this embodiment is slidably mounted on the fuselage via a guide rail assembly. The installation process is simple, and a locking structure is provided. The locking structure has a locked state and an unlocked state. When the pod is slidably installed in the mounting slot, the locking structure automatically enters the locked state, thus fixing the pod. By pressing the locking structure, it can be switched from the locked state to the unlocked state, thereby allowing the pod to be slidably removed from the mounting slot. Therefore, the multi-rotor aircraft in this embodiment features rapid assembly and disassembly, eliminating the need for additional tools to unlock the locking structure and disassemble the pod. It is very convenient to use; during installation, simply slide the pod into the mounting slot.

[0010] In one embodiment, the locking structure includes a locking block, a force-applying component, an unlocking button, and a locking hole disposed on the first guide rail; the locking block is rotatably disposed on the second guide rail, and the locking block can rotate relative to the second guide rail between a first position and a second position; when the locking block is in the first position, the locking block extends into the locking hole, and when the locking block is in the second position, the locking block leaves the locking hole; the force-applying component is used to apply an elastic force to the locking block to keep the locking block in the first position; the unlocking button is disposed on the pod, a part of the unlocking button is connected to the locking block, and by pressing the unlocking button, the locking block can be rotated from the first position to the second position.

[0011] In one implementation, the force-applying component is a spring, tension spring, torsion spring, or elastic arm.

[0012] In one embodiment, the force-applying component is a spring, and a spring bracket is fixedly installed inside the pod. One end of the spring is fixed to the spring bracket, and the other end abuts against the locking block.

[0013] In one implementation, the guide rail assemblies are symmetrically arranged in two parts.

[0014] In one embodiment, the multi-rotor aircraft further includes two wings, which are symmetrically arranged on opposite sides of the fuselage in the first direction, and a first rotor is provided on each wing.

[0015] In one embodiment, a tail rotor and a tail motor are provided at the tail end of the fuselage. A tail cavity is provided inside the tail end of the fuselage. An electronic speed controller is provided inside the tail cavity. The electronic speed controller is electrically connected to the tail motor. The output shaft of the tail motor is connected to the tail rotor.

[0016] In one embodiment, a tail heat dissipation vent is provided on the outer wall of the fuselage at the position corresponding to the tail cavity. A heat dissipation mesh is installed at the tail heat dissipation vent. The heat dissipation mesh is in contact with the electronic speed controller. The heat dissipation mesh includes a plurality of heat dissipation fins arranged in a row, and the heat dissipation fins extend along the length direction of the fuselage.

[0017] In one embodiment, the fuselage is provided with a battery compartment and an equipment compartment, and the front end of the fuselage is provided with a front heat dissipation vent. The front heat dissipation vent is connected to the battery compartment, the equipment compartment and the tail cavity in sequence through the space inside the fuselage.

[0018] In one embodiment, the fuselage has an opening corresponding to the equipment compartment, the opening is covered by a door, one side of the door has a plug-in post, and the edge of the opening has a plug-in hole adapted to the plug-in post. The other side of the door is fixed to the fuselage by a fixing component. The fixing component includes a mating seat, a pin seat, a pin, a first elastic element, a second elastic element, and an unlocking element. The mating seat is fixed to the inner wall of the door and has a mating hole. The pin seat is fixed to the inner wall of the fuselage and has a sliding hole with openings at both ends. The side of the pin seat has a fixing component that communicates with the side of the sliding hole. The pin is slidably disposed within the sliding hole. A receiving hole is provided on the side of the pin, and a locking pin and a first elastic element are disposed within the receiving hole. The first elastic element is used to cause the locking pin to tend to extend out of the receiving hole. When the portion of the locking pin extending out of the receiving hole engages with the fixing hole, one end of the pin is inserted into the mating hole of the mating seat. A second elastic element is disposed within the sliding hole, and the second elastic element is used to cause the pin to tend to move away from the mating hole. An unlocking element is movably disposed on the side of the pin seat, and pressing the unlocking element can retract the locking pin into the receiving hole.

[0019] To better understand and implement this invention, the following detailed description is provided in conjunction with the accompanying drawings. Attached Figure Description

[0020] Figure 1 This is a schematic diagram of the structure of the multi-rotor aircraft from one perspective in an embodiment of this application;

[0021] Figure 2 This is a structural schematic diagram of the multi-rotor aircraft from another perspective in the embodiments of this application;

[0022] Figure 3 This is a schematic diagram of the explosive structure of a multi-rotor aircraft when its wings and other structures are removed, as described in the embodiments of this application.

[0023] Figure 4This is a partial cross-sectional view of the pod and mounting slot in an embodiment of this application (the locking structure is in a locked state);

[0024] Figure 5 This is a partial cross-sectional view of the pod and mounting slot in an embodiment of this application (the locking structure is in the unlocked state);

[0025] Figure 6 This is a schematic diagram of the exploded structure (including a partial enlarged view) of the multi-rotor aircraft when its wings and other structures are removed in an embodiment of this application.

[0026] Figure 7 This is a schematic diagram of the explosive structure of a multi-rotor aircraft when its wings and other structures are removed, as described in the embodiments of this application.

[0027] Figure 8 This is a partial cross-sectional schematic diagram of the hatch, fuselage and fixed components in an embodiment of this application (showing the state of the pin being inserted into the mating hole);

[0028] Figure 9 This is a partial cross-sectional schematic diagram of the hatch, fuselage and fixing components in an embodiment of this application (the state shown is when the unlocking component is pressed);

[0029] Figure 10 This is a partial cross-sectional schematic diagram of the hatch, fuselage and fixed components in an embodiment of this application (showing the state where the pin is disengaged from the mating hole);

[0030] Figure 11 This is a partially enlarged schematic diagram of the front heat dissipation vent in an embodiment of this application;

[0031] Explanation of reference numerals in the attached figures:

[0032] 1. Fuselage; 11. Mounting slot; 12. Rear cavity; 13. Electronic speed controller; 14. Rear heat dissipation vent; 15. Heat dissipation mesh; 151. Heat sink; 16. Battery compartment; 17. Equipment compartment; 18. Front heat dissipation vent; 181. Pitot tube; 19. Opening; 2. Pod; 21. External components; 3. Locking structure; 31. Locking block; 32. Force-applying component; 321. Spring bracket; 33. Unlock button; 34. Locking hole; 4. Guide rail assembly; 41. First guide rail; 42. Second guide rail; 5. Wing; 51. First rotor; 61. Tail rotor; 62. Tail motor; 7. Cabin door; 8. Fixing assembly; 81. Mating seat; 811. Mating hole; 82. Pin seat; 821. Sliding hole; 822. Fixing hole; 83. Pin; 831. Accommodating hole; 832. Snap-fit ​​post; 84. First elastic element; 85. Second elastic element; 86. Unlocking element. Detailed Implementation

[0033] To further illustrate the various embodiments, the present invention provides accompanying drawings. These drawings are part of the disclosure of the present invention, primarily used to illustrate the embodiments, and can be used in conjunction with the relevant descriptions in the specification to explain the operating principles of the embodiments. With reference to these drawings, those skilled in the art should be able to understand other possible implementations and the advantages of the present invention.

[0034] In the description of this invention, it should be understood that the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "left," "right," "top," "bottom," "inner," "outer," "axial," "radial," and "circumferential" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be understood as limiting this invention.

[0035] Please see Figures 1 to 10 This embodiment provides a multi-rotor aircraft, which includes: fuselage 1, pod 2 and locking structure 3.

[0036] In this embodiment, the fuselage 1 has a streamlined columnar structure that extends along its length. A mounting groove 11 is recessed at the bottom of the fuselage 1. The pod 2 is used to mount external devices 21, and a mounting structure is provided on the pod 2. The pod 2 can be slidably mounted into the mounting groove 11 along a first direction via a guide rail assembly 4. In this embodiment, the first direction is a horizontal direction perpendicular to the length of the fuselage 1. However, in some embodiments, the first direction can also be a vertical direction perpendicular to the length of the fuselage 1.

[0037] When the pod 2 is installed in the mounting slot 11, the outer contour of the pod 2 smoothly transitions with the outer contour of the fuselage 1, thereby maintaining the streamlined appearance of the fuselage 1.

[0038] The guide rail assembly 4 includes a first guide rail 41 and a second guide rail 42 that slide against each other. The first guide rail 41 is fixed in the mounting groove 11, and the second guide rail 42 is fixed on the pod 2. The pod 2 is slidably installed in the mounting groove 11 through the sliding engagement of the first guide rail 41 and the second guide rail 42. Both the first guide rail 41 and the second guide rail 42 extend along the first direction.

[0039] The locking structure 3 described in this embodiment is used to lock the position of the pod 2. Specifically, the locking structure 3 has a locked state and an unlocked state. When the pod 2 is installed in the mounting slot 11, the locking structure 3 can be in the locked state to fix the pod 2 in the mounting slot 11. When the locking structure 3 is in the unlocked state, the pod 2 can be slidably removed relative to the mounting slot 11. By pressing the locking structure 3, the locking structure 3 can be switched from the locked state to the unlocked state.

[0040] As can be seen from the above scheme, the pod 2 of the multi-rotor aircraft in this embodiment is slidably mounted on the fuselage 1 via the guide rail assembly 4. The installation process is simple, and a locking structure 3 is provided. The locking structure 3 has a locked state and an unlocked state. When the pod 2 is slidably installed in the mounting slot 11, the locking structure 3 automatically enters the locked state, thus fixing the pod 2. By pressing the locking structure 3, it can be switched from the locked state to the unlocked state, thereby allowing the pod 2 to be slidably removed from the mounting slot 11. It is evident that the multi-rotor aircraft in this embodiment has the characteristics of quick assembly and disassembly, without the need for additional tools to unlock the locking structure 3, thus disassembling the pod 2. It is very convenient to use; during installation, the pod 2 can simply be slid into the mounting slot 11.

[0041] Specifically, in this embodiment, the locking structure 3 includes a locking block 31, a force-applying member 32, an unlocking button 33, and a locking hole 34 disposed on the first guide rail 41. The locking block 31 is rotatably disposed on the second guide rail 42, and the locking block 31 can rotate relative to the second guide rail 42 between a first position and a second position. When the locking block 31 is in the first position, the locking block 31 extends into the locking hole 34; when the locking block 31 is in the second position, the locking block 31 disengages from the locking hole 34. The force-applying member 32 is used to apply an elastic force to the locking block 31 to keep the locking block 31 in the first position.

[0042] The unlock button 33 is located on the pod 2. A part of the unlock button 33 is connected to the locking block 31. By pressing the unlock button 33, the locking block 31 can be rotated from the first position to the second position.

[0043] like Figure 4-5As shown, by employing the locking structure 3 described above, when the pod 2 is installed in the mounting slot 11, the locking block 31 is held in the first position under the action of the force-applying member 32. At this time, the locking block 31 on the second guide rail 42 can extend into the locking hole 34 on the first guide rail 41, thereby restricting the relative sliding of the second guide rail 42 and the first guide rail 41, thus allowing the pod 2 to be fixed in the mounting slot 11. When the unlocking button 33 is pressed, the unlocking button 33 can drive the locking block 31 to rotate, causing the locking block 31 to rotate from the first position to the second position. At this time, the locking block 31 on the second guide rail 42 leaves the locking hole 34 on the first guide rail 41, thereby allowing the second guide rail 42 and the first guide rail 41 to slide relative to each other, thus allowing the pod 2 to be slidably removed from the mounting slot 11. In other words, when the locking structure 3 is in the locked state, the locking block 31 is in the first position; when the locking structure 3 is in the unlocked state, the locking block 31 is in the second position.

[0044] The locking structure 3 in this embodiment has a clever and simple design, achieving the locking effect with fewer components, and is easy to use and manufacture.

[0045] It is understood that the force-applying component 32 can be a spring, tension spring, torsion spring, or elastic arm. These components can all provide elastic force to the locking block 31. Of course, in other embodiments, the force-applying component 32 can also be other structures, as long as it can provide elastic force to the locking block 31. Preferably, in this embodiment, the force-applying component 32 is a spring, and a spring bracket 321 is fixedly installed inside the pod 2. One end of the spring is fixed to the spring bracket 321, and the other end abuts against the locking block 31. This arrangement can ensure that the spring is stably fixed.

[0046] To improve the stability of the installation of the pod 2, preferably, in this embodiment, two guide rail assemblies 4 are symmetrically arranged. Two guide rail assemblies 4 can improve the stability of the pod 2 during sliding and facilitate use, wherein the two guide rail assemblies 4 are symmetrically arranged with respect to the first direction.

[0047] Specifically, the multi-rotor aircraft in this embodiment also includes two wings 5, which are symmetrically arranged on opposite sides of the fuselage 1 in the first direction. Each wing 5 is equipped with a first rotor 51. Multiple first rotors 51 can be configured, and the flight operation of the aircraft can be realized when multiple first rotors 51 rotate.

[0048] Specifically, a tail rotor 61 and a tail motor 62 are provided at the tail end of the fuselage 1. A tail cavity 12 is provided inside the tail end of the fuselage 1, and an electronic speed controller 13 is provided inside the tail cavity 12. The electronic speed controller 13 is electrically connected to the tail motor 62, and the output shaft of the tail motor 62 is connected to the tail rotor 61. The speed of the motor can be controlled by the electronic speed controller 13, thereby controlling the speed of the tail rotor 61.

[0049] It should be noted that the electronic speed controller 13 is an essential component for controlling the motor speed in an aircraft, and it plays a crucial role in controlling the motor speed. However, because the electronic speed controller 13 generates a significant amount of heat, existing aircraft do not have a well-designed heat dissipation structure to cool it down. This can easily lead to the electronic speed controller 13 overheating and malfunction, or even damage. Therefore, in this embodiment, a tail vent 14 is provided on the outer wall of the fuselage 1 at the location corresponding to the tail cavity 12. A heat dissipation mesh 15 is installed at the tail vent 14, and the heat dissipation mesh 15 is in contact with the electronic speed controller 13. The heat dissipation mesh 15 includes multiple arranged heat dissipation fins 151, which extend along the length of the fuselage 1. With this arrangement, air can flow over the heat dissipation mesh 15 during flight, thereby cooling the electronic speed controller 13. Furthermore, the heat dissipation fins 151 extending along the length of the fuselage 1 ensure stable airflow and better heat dissipation for the entire aircraft.

[0050] In addition, the fuselage 1 described in this embodiment is equipped with a battery compartment 16 and an equipment compartment 17. The battery compartment 16 is used to install batteries, and the equipment compartment 17 is used to install electronic components such as controllers required by the aircraft. The fuselage 1 in this embodiment has a front heat dissipation vent 18 at its front end, which connects sequentially to the battery compartment 16, the equipment compartment 17, and the tail cavity 12 through the internal space of the fuselage 1. This arrangement further improves the overall heat dissipation performance. During flight, air flows from the front heat dissipation vent 18 into the internal space of the fuselage 1, thereby dissipating heat from the battery compartment 16, the equipment compartment 17, and the tail cavity 12, carrying away heat, and finally the air is exhausted from the tail heat dissipation vent 14. This design improves the overall heat dissipation performance of the aircraft.

[0051] Preferably, an opening 19 is provided on the fuselage 1 corresponding to the position of the equipment compartment 17, and a door 7 is provided over the opening 19. Since the equipment compartment 17 is a relatively important compartment in the whole machine, and the electronic components located within the equipment compartment 17 do not require frequent maintenance, the fixation of the door 7 is particularly important and needs to be ensured to be secure. Therefore, preferably, in this embodiment, a plug-in post is provided on one side of the door 7, and a plug-in hole adapted to the plug-in post is provided along the edge of the opening 19. The other side of the door 7 is fixed to the fuselage 1 by a fixing component 8. During installation, the plug-in post of the door 7 is first inserted into the plug-in hole for pre-positioning, and then the fixing component 8 is operated to fix the door 7 and the fuselage 1 together.

[0052] like Figure 8-10 As shown, specifically in this embodiment, the fixing component 8 includes a mating seat 81, a pin seat 82, a pin 83, a first elastic element 84, a second elastic element 85, and an unlocking element 86.

[0053] The mating seat 81 is fixed to the inner wall of the hatch 7. The mating seat 81 is provided with a mating hole 811. The pin seat 82 is fixed to the inner wall of the fuselage 1. The pin seat 82 is provided with a sliding hole 821 with openings 19 at both ends. The side of the pin seat 82 is provided with a fixing hole 822 communicating with the side of the sliding hole 821. The pin 83 is slidably disposed in the sliding hole 821. The side of the pin 83 is provided with a receiving hole 831. The receiving hole 831 is provided with a locking post 832 and the first elastic member 84. The first elastic member 84 is used to make the locking post 832 tend to extend out of the receiving hole 831. In other words, the first elastic member 84 can provide elastic force to the locking post 832 so that the locking post 832 can partially extend out of the receiving hole 831 in its natural state. When the portion of the locking pin 832 extending out of the receiving hole 831 engages with the fixing hole 822, the position of the pin 83 within the sliding hole 821 is determined. At this time, one end of the pin 83 is inserted into the mating hole 811 of the mating seat 81, thereby fixing the pin seat 82 and the mating seat 81 to each other, i.e., fixing the hatch 7 and the fuselage 1 to each other. The second elastic element 85 is disposed within the sliding hole 821. The second elastic element 85 is used to give the pin 83 a tendency to move away from the mating hole 811. In other words, the second elastic element 85 provides elastic force to the pin 83, allowing the pin 83 to slide away from the mating hole 811 in its natural state. At this time, the end of the pin 83 away from the mating hole 811 extends from one end of the sliding hole 821 of the pin seat 82.

[0054] The unlocking element 86 is movably disposed on the side of the pin seat 82. By pressing the unlocking element 86, the locking pin 832 can be retracted into the receiving hole 831. As can be seen from the above configuration, when it is necessary to open the hatch 7, pressing the unlocking element 86 can retract the locking pin 832 into the receiving hole 831, thereby disengaging the engagement between the locking pin 832 and the fixing hole 822. At this time, the pin 83 moves away from the mating hole 811 under the action of the second elastic element 85, thereby disengaging the engagement between the pin 83 and the mating hole 811, and the hatch 7 can be removed from the fuselage 1. When installing the hatch 7, the hatch 7 is placed on the opening 19. At this time, the end of the pin 83 away from the mating hole 811 is pressed, causing the pin 83 to slide towards the mating hole 811 until the locking pin 832 extends out of the receiving hole 831 and inserts into the fixing hole 822 under the action of the first elastic member 84. At this point, the position of the pin 83 is determined, and the pin 83 is inserted into the mating hole 811. Therefore, the pin seat 82 and the mating seat 81 are relatively fixed, and the hatch 7 can be fixed to the fuselage 1. The fixing assembly 8 configured as described above can effectively fix the hatch 7, and it has high stability, ingenious structure, and is easy to use. In this embodiment, both the first elastic member 84 and the second elastic member 85 are springs.

[0055] like Figure 11 As shown, preferably, a Pitot tube 181 is also installed at the front heat dissipation vent 18. Since there is airflow at the front heat dissipation vent, setting the Pitot tube at the front heat dissipation vent allows for smoother airflow around the Pitot tube, so that the wind pressure detected by the Pitot tube will not be turbulent, and the detected air velocity will be more accurate. Furthermore, setting the Pitot tube in the front heat dissipation vent makes the Pitot tube and the front heat dissipation vent more integrated and aesthetically pleasing.

[0056] The embodiments described above are merely examples of several implementations of the present invention, and while the descriptions are specific and detailed, they should not be construed as limiting the scope of the invention. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of the present invention, and these modifications and improvements all fall within the scope of protection of the present invention.

Claims

1. A multi-rotor aircraft, characterized in that, include: Fuselage, pods, and locking structure; The bottom of the fuselage has a recessed mounting groove. The pod is used to mount external devices. The pod can be slidably mounted into the mounting groove in a first direction via a guide rail assembly. The guide rail assembly includes a first guide rail and a second guide rail that slide and cooperate with each other. The first guide rail is fixed in the mounting groove, and the second guide rail is fixed on the pod. The locking structure has a locked state and an unlocked state. When the pod is installed in the mounting slot, the locking structure can be in the locked state to fix the pod in the mounting slot. When the locking structure is in the unlocked state, the pod can be slidably removed relative to the mounting slot. By pressing the locking structure, the locking structure can be switched from the locked state to the unlocked state. The locking structure includes a locking block, a force-applying component, an unlocking button, and a locking hole provided on the first guide rail; The locking block is rotatably mounted on the second guide rail. The locking block can rotate relative to the second guide rail between a first position and a second position. When the locking block is in the first position, the locking block extends into the locking hole. When the locking block is in the second position, the locking block leaves the locking hole. The force-applying component is used to apply an elastic force to the locking block to keep the locking block in the first position; The unlock button is located on the pod, and a part of the unlock button is connected to the locking block. By pressing the unlock button, the locking block can be rotated from the first position to the second position. It also includes two wings, which are symmetrically arranged on opposite sides of the fuselage in the first direction, and each wing is provided with a first rotor. The fuselage is provided with a battery compartment and an equipment compartment. An opening is provided on the fuselage corresponding to the position of the equipment compartment. The opening is covered with a door. A plug-in post is provided on one side of the door. A plug-in hole for the plug-in post is provided on the edge of the opening. The other side of the door is fixed to the fuselage by a fixing component. The fixing assembly includes a mating seat, a pin seat, a pin, a first elastic element, a second elastic element, and an unlocking element. The mating seat is fixed to the inner wall of the hatch and has a mating hole. The pin seat is fixed to the inner wall of the fuselage and has a sliding hole with openings at both ends. The side of the pin seat has a fixing hole communicating with the side of the sliding hole. The pin is slidably disposed in the sliding hole. The side of the pin has a receiving hole, in which a locking pin and the first elastic element are disposed. The first elastic element is used to make the locking pin tend to extend out of the receiving hole. When the part of the locking pin extending out of the receiving hole engages with the fixing hole, one end of the pin is inserted into the mating hole of the mating seat. The second elastic element is disposed in the sliding hole and is used to make the pin tend to move away from the mating hole. The unlocking element is movably disposed on the side of the pin seat. By pressing the unlocking element, the locking pin can be retracted into the receiving hole.

2. The multi-rotor aircraft according to claim 1, characterized in that: The force-applying component is a spring or an elastic arm.

3. The multi-rotor aircraft according to claim 2, characterized in that: The force-applying component is a spring, and a spring bracket is fixedly installed inside the pod. One end of the spring is fixed to the spring bracket, and the other end abuts against the locking block.

4. The multi-rotor aircraft according to claim 1, characterized in that: The guide rail assembly is symmetrically configured in two parts.

5. The multi-rotor aircraft according to any one of claims 1-4, characterized in that: The tail rotor and tail motor are provided at the tail end of the fuselage. A tail cavity is provided inside the tail of the fuselage. An electronic speed controller is provided inside the tail cavity. The electronic speed controller is electrically connected to the tail motor. The output shaft of the tail motor is connected to the tail rotor.

6. The multi-rotor aircraft according to claim 5, characterized in that: A tail heat dissipation vent is provided on the outer wall of the fuselage at the position corresponding to the tail cavity. A heat dissipation mesh is installed at the tail heat dissipation vent. The heat dissipation mesh is in contact with the electronic speed controller. The heat dissipation mesh includes a plurality of heat dissipation fins arranged in a row, which extend along the length of the fuselage.

7. The multi-rotor aircraft according to claim 6, characterized in that: The front end of the fuselage is provided with a front heat dissipation vent, which is connected in sequence to the battery compartment, equipment compartment and rear cavity through the internal space of the fuselage.

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