Ducted aircraft and duct thereof

Abstract

A ducted aircraft (100) and a duct (10) thereof, the ducted aircraft (100) comprising the duct (10), a fuselage (20) and a power assembly (30), the duct (10) comprising at least two duct monomers (11), the duct monomers (11) having duct holes (111), the fuselage (20) being connected to the duct (10), the power assembly (30) being connected to the fuselage (20), the power assembly (30) being at least partially located within the duct holes (111), the power assembly (30) cooperating with the duct (10) to provide aerodynamic lift, at least part of each duct single body (11) is of a hollow structure. According to the ducted aircraft (100), the weight of the duct (10) can be effectively reduced, the force effect of the system is improved, and the endurance time is prolonged.

Description

Ducted aircraft and its ducts Technical Field

[0001] The present application relates to the field of aircraft technology, and in particular to a ducted aircraft and its duct. Background Art

[0002] The ductwork of ducted aircraft plays a vital role in improving the power system's efficiency, extending flight time, and reducing noise. However, the ductwork in existing ducted aircraft is heavy, and the performance gains from the ductwork are insufficient to offset the range loss caused by the weight of the ductwork.

[0003] Summary of the Invention

[0004] In view of this, the present application proposes a ducted aircraft and a ducted aircraft.

[0005] The ducted aircraft proposed in the first aspect of the present application comprises:

[0006] The duct comprises at least two duct units, each of which has a duct hole;

[0007] a fuselage connected to the duct;

[0008] a power assembly connected to the fuselage, wherein the power assembly is at least partially located in the duct hole, and the power assembly cooperates with the duct to provide aerodynamic lift;

[0009] Wherein, the duct monomer is at least partially a hollow structure.

[0010] The duct provided in the second aspect of the present application comprises at least two duct units, each having a duct hole, the duct hole being used to accommodate a power assembly of a ducted aircraft, and the duct being used to generate aerodynamic lift together with the power assembly;

[0011] Wherein, the duct monomer is at least partially a hollow structure.

[0012] As can be seen from the above technical solutions, the ducted aircraft proposed in the first aspect of this application, by configuring the ducted unit to be at least partially hollow, can effectively reduce the weight of the duct, improve the system's power efficiency, and thus extend flight time. Furthermore, by locating a small portion of the power assembly within the ducted openings, the coordination between the power assembly and the duct can enhance the aerodynamic performance of the ducted aircraft. Furthermore, the duct has a significant effect on reducing the noise of the power assembly. BRIEF DESCRIPTION OF THE DRAWINGS

[0013] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the following is a brief introduction to the drawings required for use in the description of the embodiments. 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.

[0014] FIG1 is a schematic structural diagram of a ducted aircraft according to an embodiment of the present application from a first perspective;

[0015] FIG2 is a schematic structural diagram of a ducted aircraft according to an embodiment of the present application from a second perspective;

[0016] FIG3 is a schematic structural diagram of a duct proposed in one embodiment of the present application;

[0017] FIG4 is an exploded schematic diagram of a duct from a top perspective according to an embodiment of the present application;

[0018] FIG5 is an exploded schematic diagram of a duct from a bottom perspective according to an embodiment of the present application;

[0019] FIG6 is a partial enlarged schematic diagram of point A in FIG3;

[0020] FIG7 is a partial enlarged schematic diagram of point B in FIG4;

[0021] FIG8 is a partial enlarged schematic diagram of point C in FIG5;

[0022] FIG9 is a schematic structural diagram of a first duct structure proposed in one embodiment of the present application;

[0023] FIG10 is a schematic structural diagram of a second duct structure proposed in one embodiment of the present application;

[0024] FIG11 is a partial enlarged schematic diagram of point D in FIG4 ;

[0025] FIG12 is a partial enlarged schematic diagram of point E in FIG5;

[0026] FIG13 is a cross-sectional schematic diagram of a ducted unit according to an embodiment of the present application;

[0027] FIG14 is a cross-sectional schematic diagram of a ducted unit according to an embodiment of the present application;

[0028] FIG15 is a cross-sectional schematic diagram of a ducted unit according to an embodiment of the present application;

[0029] FIG16 is a schematic structural diagram of a ducted aircraft according to an embodiment of the present application from a first perspective;

[0030] FIG17 is a schematic structural diagram of a ducted aircraft according to an embodiment of the present application from a third perspective;

[0031] FIG18 is a schematic structural diagram of a connector according to an embodiment of the present application;

[0032] FIG19 is a cross-sectional schematic diagram of a duct unit according to an embodiment of the present application;

[0033] FIG20 is a schematic structural diagram of a ducted aircraft according to an embodiment of the present application from a second perspective;

[0034] FIG21 is a 2D radiation pattern of four antennas of a ducted vehicle on the theta90-degree plane of the fuselage according to an embodiment of the present application;

[0035] FIG22 is a 2D radiation pattern of four antennas of a ducted vehicle on the phi0-degree plane of the fuselage according to an embodiment of the present application;

[0036] FIG23 is a schematic structural diagram of a ducted aircraft proposed in another embodiment of the present application;

[0037] FIG24 is a schematic diagram of a partial structure of a duct according to an embodiment of the present application as viewed along the roll axis;

[0038] FIG25 is a schematic diagram of a partial structure of a duct according to an embodiment of the present application, viewed along the pitch axis;

[0039] FIG26 is a schematic diagram of a partial structure of a duct proposed in one embodiment of the present application;

[0040] FIG27 is a schematic diagram of the structure of a duct proposed in one embodiment of the present application;

[0041] FIG28 is a 2D radiation pattern of two antennas of a ducted vehicle on the theta 90-degree plane of the fuselage according to another embodiment of the present application;

[0042] FIG29 is a 2D directional radiation diagram of two antennas of a ducted vehicle on the phi0 degree plane of the fuselage proposed in another embodiment of the present application. DETAILED DESCRIPTION

[0043] The following will be combined with the drawings in the embodiments of this application to clearly and completely describe the technical solutions in the embodiments of this application. Obviously, the embodiments described are part of the embodiments of this application, not all of them. Based on the embodiments in this application, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of this application.

[0044] As shown in FIG1 , an embodiment of the present application proposes a ducted aircraft 100 . The proposed ducted aircraft 100 may be a single-rotor ducted aircraft, a two-rotor ducted aircraft, or a multi-rotor ducted aircraft with more than two rotors.

[0045] As shown in Figures 1 and 2, in some embodiments, the proposed ducted aircraft 100 includes a duct 10, a fuselage 20 and a power assembly 30. The duct 10 includes at least two duct units 11. The duct unit 11 has a duct hole 111. The fuselage 20 is connected to the duct 10. The power assembly 30 is connected to the fuselage 20. The power assembly 30 is at least partially located in the duct hole 111. The power assembly 30 cooperates with the duct 10 to provide aerodynamic lift, wherein the duct unit 11 is at least partially a hollow structure.

[0046] The ducted aircraft 100 proposed in this embodiment of the present application utilizes a ducted unit 11 that is at least partially hollow, effectively reducing the weight of the duct 10 and improving the system's power efficiency, thereby extending flight time. Furthermore, by positioning a small portion of the power assembly 30 within the ducted opening 111, the combination of the power assembly 30 and the duct 10 enhances the aerodynamic performance of the ducted aircraft 100. Furthermore, the duct 10 significantly reduces the noise generated by the power assembly 30.

[0047] As shown in Figures 3 to 5, in some embodiments, the duct 10 includes a first duct structure 12 and a second duct structure 13, and the first duct structure 12 and the second duct structure 13 are assembled to form the duct 10. In the actual production process, the first duct structure 12 and the second duct structure 13 are separately molded in advance, the first duct structure 12 has a first recessed portion, and the second duct structure 13 has a second recessed portion. Then the first duct structure 12 and the second duct structure 13 are assembled together to form the duct 10, and the first recessed portion and the second recessed portion are combined to form the hollow structure. With this embodiment, the molding difficulty of the duct 10 can be reduced, mass production can be facilitated, and costs can be reduced. Optionally, the first duct structure 12 and the second duct structure 13 are separately molded by injection molding or machining.

[0048] It should be noted that the duct 10 is not limited to the above-mentioned method of assembling the first duct structure 12 and the second duct structure 13 to achieve that the duct monomer 11 has at least a partial hollow structure. For example, in some other embodiments, the duct 10 and the hollow structure can also be formed at one time by 3D printing, that is, the formed duct 10 is a complete component and does not need to be assembled from multiple components.

[0049] In some embodiments, both the first duct structure 12 and the second duct structure 13 are rigid components. In this embodiment, the duct 10 possesses sufficient strength after molding to maintain its shape and, consequently, its aerodynamic properties. Furthermore, the rigid duct 10 deforms minimally after impact, preventing deformation of the duct 10 from interfering with the blades of the power assembly 30, potentially damaging or impairing the power assembly 30.

[0050] In some embodiments, both the first duct structure 12 and the second duct structure 13 are made of plastic. Plastic has high strength and low weight, which reduces the weight of the duct 10 while ensuring its strength, thereby extending the flight time of the ducted aircraft 100. Of course, the first duct structure 12 and the second duct structure 13 are not limited to plastic. For example, in other embodiments, the first duct structure 12 and the second duct structure 13 can also be made of metal, wood, or carbon fiber.

[0051] As shown in Figure 6, in some embodiments, the duct 10 is provided with a first positioning portion 14, and the fuselage 20 is provided with a second positioning portion (not shown). The fuselage 20 is positioned and mounted to the duct 10 through the cooperation of the first positioning portion 14 and the second positioning portion. To fully utilize the aerodynamic performance of the duct 10, the distance between the blades of the power assembly 30 and the inner wall of the duct hole 111 is generally very small. However, errors are prone to occur during the manufacturing and assembly of parts. These errors can cause the blades of the power assembly 30 to be too close to or directly contact the inner wall of the duct hole 111 after the ducted vehicle 100 is assembled, resulting in blade rubbing during operation of the ducted vehicle 100. In this embodiment, the cooperation of the first positioning portion 14 and the second positioning portion allows the fuselage 20 to be precisely mounted to the duct 10, thereby effectively controlling the distance between the blades and the inner wall of the duct hole 111 and preventing blade rubbing.

[0052] As shown in Figure 6, in some embodiments, there are three first positioning portions 14, arranged in a triangular pattern on the duct 10. In this embodiment, based on the principle of stability provided by a triangle, the three first positioning portions 14 arranged in a triangular pattern on the duct 10 can ensure a stable installation of the fuselage 20 on the duct 10. Furthermore, the triangular arrangement of the three first positioning portions 14 improves positioning accuracy, enabling a higher degree of assembly precision between the fuselage 20 and the duct 10, indirectly preventing interference between the power assembly 30 and the duct 10.

[0053] As shown in FIG6 , by way of example, the first positioning portion 14 is a positioning shaft provided on the duct 10, and the second positioning portion is an axial hole provided in the fuselage 20. The positioning shaft is inserted through the axial hole to achieve the positioning and installation of the duct 10 and the fuselage 20. Of course, the first positioning portion 14 and the second positioning portion are not limited to the cooperation of the positioning shaft and the axial hole. For example, in some other embodiments, the first positioning portion 14 and the second positioning portion can adopt the cooperation of a protrusion and a groove, and the specific method can be determined according to actual design requirements.

[0054] As shown in Figures 3 to 5 and Figures 7 to 8, in some embodiments, at least two duct monomers 11 form a surrounding distribution structure, and two adjacent duct monomers 11 are connected to each other, and a first reinforcement structure 110 is provided at the connection between at least two duct monomers 11. The surrounding distribution structure refers to the at least two duct monomers 11 being distributed around a certain component or a certain area, and the duct monomers 11 and the duct monomers 11 may be connected or not connected, and this definition will be used below. In this embodiment, by providing a first reinforcement structure 110 at the connection between at least two duct monomers 11, the first reinforcement structure 110 can play a role in strengthening the strength of the duct 10, reducing the deformation of the duct 10 and interference with the blades of the power assembly 30, resulting in damage or destruction of the power assembly 30.

[0055] In some embodiments, the duct 10 includes four duct units 11, which are connected in pairs to form a surrounding distribution structure. The four duct units 11 form four connection points, wherein two opposite connection points are provided with the first reinforcement structure 110. Of course, it is also possible to provide the first reinforcement structure 110 at all four connection points, and the specific number can be determined according to actual design requirements.

[0056] In some embodiments, the duct 10 includes a tripod 15. A first reinforcement structure 110 is disposed near the tripod 15. In actual use, after each flight of the ducted aircraft 100, during landing, the tripod 15 of the duct 10 collides with the ground. The force of the impact, when transmitted between the first duct structure 12 and the second duct structure 13, may cause the first duct structure 12 and the second duct structure 13 to separate. In this embodiment, by disposing the first reinforcement structure 110 near the tripod 15, the first reinforcement structure 110 can disperse the impact force transmitted from the tripod 15, thereby preventing the first duct structure 12 and the second duct structure 13 from separating.

[0057] In some embodiments, the tripod 15 extends from the junction of two adjacent duct units 11 and away from the center of the duct 10. In this embodiment, the tripod 15 is farther from the center of the duct 10, which helps improve the landing stability of the ducted aircraft 100.

[0058] In some embodiments, the first reinforcement structure 110 includes a reinforcement rib 1101 and an embedding groove 1102. The reinforcement rib 1101 is provided in one of the first duct structure 12 and the second duct structure 13, and the embedding groove 1102 is provided in the other of the first duct structure 12 and the second duct structure 13. The reinforcement rib 1101 is embedded in the embedding groove 1102. Optionally, the reinforcement rib 1101 is integrally formed with the first duct structure 12 or the second duct structure 13.

[0059] In some embodiments, an adhesive is provided within the embedding groove 1102, and the reinforcing rib 1101 is bonded and secured to the inner wall of the embedding groove 1102 via the adhesive. In this embodiment, the adhesive can enhance the bonding strength between the reinforcing rib 1101 and the inner wall of the embedding groove 1102, thereby ensuring a more secure and stable bond between the first duct structure 12 and the second duct structure 13.

[0060] In some embodiments, the first reinforcement structure 110 further includes an arched portion 1103, which connects two adjacent duct cells 11. For example, the duct 10 includes a top side and a bottom side, and the fuselage 20 is mounted on the top side of the duct 10. The arched portion 1103 can be provided on the top side of two adjacent duct cells 11, or on the bottom side of two adjacent duct cells 11, or both the top and bottom sides of two adjacent duct cells 11 are provided with the arched portion 1103. Specifically, taking the example of the arched portion 1103 being provided on the top sides of two adjacent duct cells 11, the arched portion 1103 bends upward from one duct cell 11 to connect to the adjacent duct cell 11.

[0061] It should be noted that the first reinforcement structure 110 is not limited to the above-mentioned setting method. For example, in some other embodiments, only the first duct structure 12 or only the second duct structure 13 is provided with the first reinforcement structure 110. In this embodiment, the first reinforcement structure 110 can be a reinforcement rib 1101 and / or an arch portion 1103 provided on the first duct structure 12, or a reinforcement rib 1101 and / or an arch portion 1103 provided on the second duct structure 13.

[0062] It should also be noted that, as can be seen from the above, the duct 10 can also be formed by 3D printing. In this embodiment, the first reinforcement structure 110 can be a reinforcement rib 1101 and / or arch portion 1103 directly 3D printed between two adjacent duct monomers 11.

[0063] As shown in Figures 9 and 10, in some embodiments, the first duct structure 12 includes at least two duct inner rings 121, which form the inner sidewalls of the duct unit 11. The second duct structure 13 includes at least two duct outer rings 131, which form the outer sidewalls of the duct unit 11. The duct inner rings 121 and the duct outer rings 131 are assembled to form the duct unit 11. During assembly, the operator aligns the duct inner rings 121 of the first duct structure 12 with the duct outer rings 131 of the second duct structure 13 one by one, and then assembles the first duct structure 12 and the second duct structure 13 together. The first duct structure 12 and the second duct structure 13 are combined to form the duct 10, and one duct inner ring 121 and one duct outer ring 131 are combined to form one duct unit 11.

[0064] Of course, the first duct structure 12 and the second duct structure 13 are not limited to being split into the duct inner circle 121 and the duct outer circle 131. For example, in some other embodiments, the first duct structure 12 and the second duct structure 13 can also be split into the upper half and the lower half of the duct 10, which can be determined according to actual design requirements.

[0065] In some embodiments, at least two duct inner rings 121 form a surrounding distribution structure, and each duct inner ring 121 is an annular closed structure. The first duct structure 12 also includes a second reinforcement structure 122, which is located in the middle of the surrounding distribution structure and connected to the at least two duct inner rings 121. In this embodiment, by setting each duct inner ring 121 as an annular closed structure, the annular closed structure has better integrity and is not easily deformed. In addition, by setting the second reinforcement structure 122, the strength of the first duct structure 12 can be further improved, making the duct inner ring 121 less likely to deform. Optionally, each duct inner ring 121 can be, but is not limited to, a circular ring structure.

[0066] As shown in FIG9 , in some embodiments, the first duct structure 12 includes four duct inner rings 121, namely a first duct inner ring 121a, a second duct inner ring 121b, a third duct inner ring 121c, and a fourth duct inner ring 121d. The first duct inner ring 121a, the second duct inner ring 121b, the third duct inner ring 121c, and the fourth duct inner ring 121d are connected in pairs to form a surrounding distribution structure. The second reinforcement structure 122 is located within the area enclosed by the four duct inner rings 121. Optionally, the second reinforcement structure 122 is connected to all four duct inner rings 121.

[0067] In some embodiments, the second reinforcement structure 122 is integrally formed with the duct inner ring 121. This embodiment can enhance the overall strength of the second reinforcement structure 122 and the duct inner ring 121. Of course, the second reinforcement structure 122 and the duct inner ring 121 are not limited to being integrally formed. For example, in other embodiments, the second reinforcement structure 122 and the duct inner ring 121 can be detachably connected.

[0068] As shown in Figure 9, in some embodiments, the second reinforcement structure 122 and the duct inner ring 121 enclose a cavity 123, which is used to accommodate the avionics module and / or power module of the ducted aircraft 100. This embodiment rationally utilizes the space of the duct 10, thereby reducing the overall size of the ducted aircraft 100.

[0069] As shown in Figure 9, in some embodiments, the inner ring 121 of the duct is provided with a vent 1211 that communicates with the cavity 123. In this embodiment, the airflow generated by the rotating propeller of the power assembly 30 can enter the cavity 123 through the vent 1211, dissipating heat from the avionics module and / or power module located within the cavity 123. This structure cleverly utilizes existing structures, eliminating the need for additional heat dissipation mechanisms, simplifying the design and reducing costs.

[0070] As shown in Figure 9, in some embodiments, the second reinforcement structure 122 includes a hollow structure 1221. In this embodiment, the hollow structure 1221 can reduce the weight of the duct 10, lower energy consumption, and increase the flight time of the ducted aircraft 100. Furthermore, the hollow structure 1221 facilitates air circulation within the cavity 123, accelerating heat dissipation from the avionics module and / or power module.

[0071] As shown in Figure 9, in some embodiments, the duct 10 further includes a third reinforcement structure 124. This third reinforcement structure 124 is located around the edge of the surrounding distribution structure and connects the outer sidewalls of two adjacent duct units 11. In this embodiment, the third reinforcement structure 124 forms a bridge between two adjacent duct units 11, thereby improving the overall strength of the duct 10 and making it less susceptible to deformation.

[0072] In some embodiments, the duct 10 includes four duct monomers 11, namely a first duct monomer, a second duct monomer, a third duct monomer and a fourth duct monomer. The first duct monomer, the second duct monomer, the third duct monomer and the fourth duct monomer are connected in pairs to form a surrounding distribution structure. The number of third reinforcement structures 124 is two, one of which is connected to the outside of the first duct monomer and the second duct monomer, and the other is connected to the outside of the third duct monomer and the fourth duct monomer. Of course, it is also possible to provide a third reinforcement structure 124 between the first duct monomer and the fourth duct monomer and / or between the second duct monomer and the third duct monomer, which can be determined according to actual design needs.

[0073] In some embodiments, the third reinforcement structure 124 is located at the edge of the surrounding distribution structure and connects two adjacent duct inner circles 121. This means that the first duct structure 12 is provided with the third reinforcement structure 124. In this embodiment, the provision of the third reinforcement structure 124 can enhance the strength of the first duct structure 12 and reduce the deformation of the duct inner circles 121. In other embodiments, the third reinforcement structure 124 can also be provided in the second duct structure 13, depending on actual design needs.

[0074] As shown in FIG9 , in some embodiments, the first duct structure 12 includes four duct inner rings 121, namely a first duct inner ring 121a, a second duct inner ring 121b, a third duct inner ring 121c, and a fourth duct inner ring 121d. The first duct inner ring 121a, the second duct inner ring 121b, the third duct inner ring 121c, and the fourth duct inner ring 121d are connected in pairs to form a surrounding distribution structure. There are two third reinforcement structures 124, one of which connects the first duct inner ring 121a and the second duct inner ring 121b, and the other connects the third duct inner ring 121c and the fourth duct inner ring 121d.

[0075] As shown in Figure 10, in some embodiments, the duct 10 includes a foot frame 15, and a third reinforcement structure 124 is disposed on the foot frame 15. In actual use, the ducted aircraft 100 needs to land after each flight. During landing, the foot frame 15 of the duct 10 impacts the ground. In this embodiment, by placing the third reinforcement structure 124 close to the foot frame 15, it disperses the impact force transmitted by the foot frame 15, preventing damage to the duct 10.

[0076] As shown in Figure 9, in some embodiments, the third reinforcement structure 124 is integrally formed with the duct inner ring 121. This embodiment can enhance the overall strength of the third reinforcement structure 124 and the duct inner ring 121. Of course, the third reinforcement structure 124 and the duct inner ring 121 are not limited to being integrally formed. For example, in other embodiments, the third reinforcement structure 124 and the duct inner ring 121 can be detachably connected.

[0077] As shown in Figure 10, in some embodiments, at least two ducted outer rings 131 form a surrounding distribution structure. Each ducted outer ring 131 is an arc-shaped structure, and the ends of two adjacent ducted outer rings 131 are interconnected. Exemplarily, the second ducted structure 13 includes four ducted outer rings 131, which are connected in pairs to form a surrounding distribution structure. Optionally, each ducted outer ring 131 can be, but is not limited to, an arc structure.

[0078] As shown in FIG10 , in some embodiments, the tripod 15 is disposed at the connection between two adjacent duct outer rings 131. The connection between the two duct outer rings 131 has high strength and can effectively disperse the impact force transmitted from the tripod 15.

[0079] As shown in FIG. 10 , in some embodiments, the duct 10 includes four duct outer rings 131 , and the number of the legs 15 is four, with one leg 15 being provided at the connection between every two duct outer rings 131 .

[0080] As shown in Figure 10, in some embodiments, the stand 15 is integrally formed with the duct outer ring 131. In this embodiment, the strength of the whole formed by the stand 15 and the duct outer ring 131 can be improved.

[0081] As shown in Figures 4, 5, 11, 12, and 13, in some embodiments, one of the ducted inner ring 121 and the ducted outer ring 131 is provided with an assembly groove 101, and the other of the ducted inner ring 121 and the ducted outer ring 131 is provided with an assembly portion 102, which is embedded in the assembly groove 101. In this embodiment, the cooperation between the assembly portion 102 and the assembly groove 101 can improve the bonding strength between the ducted inner ring 121 and the ducted outer ring 131, making it difficult for the ducted inner ring 121 and the ducted outer ring 131 to fall off after assembly.

[0082] In some embodiments, an adhesive is provided within the assembly groove 101, and the assembly portion 102 is bonded and secured to the inner sidewall of the assembly groove 101 via the adhesive. In this embodiment, the adhesive can enhance the bonding strength between the assembly portion 102 and the inner sidewall of the assembly groove 101, thereby further strengthening the bond between the duct inner ring 121 and the duct outer ring 131.

[0083] As shown in Figure 12, in some embodiments, the mounting portion 102 is provided with positioning bosses 1021 on one or both sides of its thickness. In this embodiment, after the mounting portion 102 is inserted into the mounting groove 101, the positioning bosses 1021 abut the inner sidewall of the mounting groove 101, minimizing the gap between the mounting portion 102 and the inner sidewall of the mounting groove 101. This improves the installation accuracy between the duct inner ring 121 and the duct outer ring 131, and prevents interference between the duct inner ring 121 and the propeller of the power assembly 30 after the ducted aircraft 100 is assembled. It is understandable that if a gap remains between the mounting portion 102 and the inner sidewall of the mounting groove 101, the duct inner ring 121 and the duct outer ring 131 may deform. Due to the small gap between the inner sidewall of the duct hole 111 and the propeller blade, a deformed duct inner ring 121 can easily cause interference between the duct 10 and the propeller blade of the power assembly 30.

[0084] As shown in Figure 13, in some embodiments, the ducted inner ring 121 includes a first edge 121a and a second edge 121b opposite the first edge 121a. The ducted outer ring 131 includes a third edge 131a and a fourth edge 131b opposite the third edge 131a. The first edge 121a abuts the third edge 131a, while the second edge 121b abuts the fourth edge 131b. A mating structure of a mounting groove 101 and a mounting portion 102 is provided near the first edge 121a and the third edge 131a, as well as near the second edge 121b and the fourth edge 131b. In this embodiment, by providing the mating structure of the mounting groove 101 and the mounting portion 102 at both mating locations of the ducted inner ring 121 and the ducted outer ring 131, the bonding strength between the ducted inner ring 121 and the ducted outer ring 131 can be improved. Of course, in some other embodiments, it is also possible to provide the matching structure of the assembly groove 101 and the assembly portion 102 only near the first edge 121a and the third edge 131a, or only near the second edge 121b and the fourth edge 131b.

[0085] As shown in Figures 4, 5, 11, 12, and 14, in some embodiments, one of the ducted inner ring 121 and the ducted outer ring 131 is provided with a guide hole 103, and the other of the ducted inner ring 121 and the ducted outer ring 131 is provided with a guide post 104, which is inserted into the guide hole 103. In this embodiment, the cooperation between the guide post 104 and the guide hole 103 can simplify the assembly of the ducted inner ring 121 and the ducted outer ring 131. During installation, the operator simply aligns the guide post 104 with the guide hole 103 and then presses the ducted inner ring 121 and the ducted outer ring 131 together, without having to align the assembly groove 101 with the assembly portion 102. On the other hand, the cooperation between the guide column 104 and the guide hole 103 can improve the bonding strength between the duct inner ring 121 and the duct outer ring 131, and reduce the separation of the duct inner ring 121 and the duct outer ring 131 when the duct 10 is hit.

[0086] As shown in Figures 4, 5, 11, 12 and 15, in some embodiments, one of the duct inner ring 121 and the duct outer ring 131 is provided with a first snap portion 105, and the other of the duct inner ring 121 and the duct outer ring 131 is provided with a second snap portion 106, and the first snap portion 105 is snapped into engagement with the second snap portion 106. During the actual assembly process of the duct inner ring 121 and the duct outer ring 131, the operator first injects adhesive into the assembly groove 101, then aligns the guide column 104 with the guide hole 103, and presses the duct inner ring 121 and the duct outer ring 131 so that the mounting portion is embedded in the assembly groove 101. The operator then transfers the newly assembled duct 10 to a jig for fixation. During this process, the adhesive has not yet cured, and assembly stress exists between the duct inner ring 121 and the duct outer ring 131. Therefore, the duct inner ring 121 and the duct outer ring 131 may separate from each other during the transfer and fixation of the newly assembled duct 10 to the jig. In this embodiment, the cooperation between the first snap-fit ​​portion 105 and the second snap-fit ​​portion 106 can prevent the duct inner ring 121 and the duct outer ring 131 from separating from each other during the transfer and fixation of the newly assembled duct 10 to the jig.

[0087] As shown in FIG16 , in some embodiments, the fuselage 20 includes a main fuselage body 21 and an arm 22. The arm 22 connects the main fuselage body 21 and the power assembly 30. The arm 22 includes a first support arm 221 and a second support arm 222. The first support arm 221 and the second support arm 222 extend outward from the main fuselage body 21 and are connected, so that the first support arm 221, the second support arm 222, and a portion of the main fuselage body 21 collectively form a triangle. The power assembly 30 is mounted at the connection between the first support arm 221 and the second support arm 222. In this embodiment, based on the principle of stability of a triangle, the triangular structure of the first support arm 221, the second support arm 222, and a portion of the main fuselage body 21 can improve the strength and stability of the arm 22, thereby preventing deformation of the arm 22 during use of the ducted aircraft 100, which could cause interference between the blades of the power assembly 30 and the inner wall of the duct hole 111. Moreover, the triangular structure of the first support arm 221, the second support arm 222 and part of the fuselage body 21 can also improve the positioning accuracy of the arm 22, that is, improve the positioning accuracy of the power component 30 when it is installed on the arm 22, thereby avoiding interference between the power component 30 and the duct 10.

[0088] As shown in Figures 16 and 17 , in some embodiments, the ducted vehicle 100 further includes a shock absorbing mechanism 40, a gimbal 50, and a camera 60. The shock absorbing mechanism 40 is connected to the fuselage 20, the gimbal 50 is connected to the shock absorbing mechanism 40, and the camera 60 is connected to the gimbal 50. The shock absorbing mechanism 40 is located below the camera 60. In this embodiment, the provision of the shock absorbing mechanism 40 can reduce vibration transmitted from the fuselage 20 to the camera 60, thereby improving the image quality of the camera 60. Furthermore, the placement of the shock absorbing mechanism 40 below the camera 60 facilitates a more compact structure of the ducted vehicle 100, reducing its volume and thus reducing wind resistance. Specifically, in this embodiment, the placement of the shock absorbing mechanism 40 below the camera 60 allows the camera 60 to be housed at the front end of the fuselage 20, thereby enhancing the integration of the camera 60 with the fuselage 20. It can be understood that if the shock absorbing mechanism 40 is arranged above the camera device 60, the fuselage 20 is connected to the shock absorbing mechanism 40, and the shock absorbing mechanism 40 is further connected to the camera device 60, it is inevitable that the camera device 60 needs to extend to the bottom of the ducted aircraft 100, causing the overall volume of the ducted aircraft 100 to increase and the wind resistance to increase.

[0089] In some embodiments, the shock absorbing mechanism 40 includes a connecting member 41 and a shock absorbing member 42 , the connecting member 41 is connected to the gimbal 50 , and the shock absorbing member 42 is connected to the connecting member 41 and the fuselage 20 .

[0090] In some embodiments, the shock absorbers 42 are three damping balls arranged in a triangular pattern. In this embodiment, while simplifying the damping mechanism 40, the three damping balls arranged in a triangular pattern can form a planar damping system, achieving a good damping effect. Of course, the shock absorbers 42 are not limited to damping balls. For example, in other embodiments, the shock absorbers can also be springs, springs, plastic parts, or other elastic components, depending on actual design requirements.

[0091] As shown in FIG17 , in some embodiments, a gimbal 50 includes a gimbal bracket 51 and a motor 52. The motor 52 is mounted on the gimbal bracket 51 and connected to the camera device 60. The gimbal bracket 51 and the connecting member 41 are integrally formed. In this embodiment, by integrally forming the gimbal bracket 51 and the connecting member 41, not only can the assembly process be reduced and the difficulty of assembling the gimbal 50 and the shock absorbing mechanism 40 be lowered, but the connection strength between the gimbal 50 and the shock absorbing mechanism 40 can also be increased.

[0092] In some embodiments, the gimbal bracket 51 is tilted relative to the connecting member 41 at a preset angle to avoid blocking the field of view of the camera device 60. Optionally, the gimbal bracket 51 is tilted relative to the connecting member 41 toward the rear side of the ducted aircraft 100.

[0093] As shown in Figure 18, in some embodiments, the motor 52 is used to drive the camera device 60 to perform a pitch movement, and an avoidance gap 411 is provided on the side of the connecting member 41 facing the forward direction of the ducted aircraft 100. The avoidance gap 411 allows the connecting member 41 to avoid the field of view of the camera device 60 when the camera device 60 looks down to the extreme position, so as to avoid blocking the field of view of the camera device 60.

[0094] As shown in FIG18 , in some embodiments, the connector 41 includes a first extension portion 412 and a second extension portion 413. The second extension portion 413 and the first extension portion 412 are arranged in a V-shape. The first extension portion 412 and the second extension portion 413 enclose an avoidance gap 411. In this embodiment, the connector 41 uses less material and is low in weight, which can reduce energy consumption. Of course, the connector 41 is not limited to the above-described configuration. For example, in other embodiments, the connector 41 can also be configured in a plate shape, as long as the connector 41 is provided with the avoidance gap 411 to avoid blocking the field of view of the camera device 60.

[0095] As shown in Figure 18, in some embodiments, the first extension portion 412 includes a first connecting end 412a and a first free end 412b, the second extension portion 413 includes a second connecting end 413a and a second free end 413b, the first connecting end 412a is connected to the second connecting end 413a, one of the three shock-absorbing balls is arranged at the first free end 412b, another is arranged at the second free end 413b, and another is arranged at the connection between the first connecting end 412a and the second connecting end 413a.

[0096] As shown in Figure 19, in some embodiments, the duct unit 11 has a central axis S. The longitudinal cross-section of the duct unit 11 is shaped like an airfoil, with the mid-camber line L of the airfoil bulging toward the central axis S. The mid-camber line L is defined as the line connecting the midpoints of the upper and lower surfaces of the airfoil in the Y direction. In this embodiment, it is the line connecting the midpoints of the inner and outer surfaces of the duct unit 11 in the thickness direction of the duct unit 11. In this embodiment, by setting the longitudinal cross-section of the duct unit 11 to an airfoil, the forward and backward flow fields of the duct unit 11 can be effectively optimized, effectively increasing the thrust of the duct 10.

[0097] As shown in Figure 19, in some embodiments, the duct body 11 has a lip 11a and a diffuser 11b. Gas enters the duct hole 111 through the lip 11a and diffuses out through the diffuser 11b. The diameter of the lip 11a gradually increases as it moves away from the diffuser 11b. This embodiment increases the intake area of ​​the duct body 11, accelerating the airflow through the lip 11a and increasing its energy. Furthermore, the gradually increasing diameter of the lip 11a creates a flow-guiding effect within the duct body 11, effectively preventing the gas from momentarily separating upon encountering the duct body 11 at the lip 11a, which could compromise the efficiency and safety of the duct body 11. Understandably, if gas separation occurs upon encountering the duct body 11 at the lip 11a, the separated airflow could form vortexes inside and outside the duct body 11. This vortex could affect propeller efficiency and easily cause propeller blade vibration, posing a safety hazard. Optionally, the surface of the lip 11a of the duct body 11 is a smooth, transitional surface.

[0098] As shown in Figure 19, in some embodiments, the diameter of the diffuser 11b gradually increases in the direction away from the lip 11a. In this embodiment, a flow-guiding effect can be formed on the rear flow field of the unit, preventing the gas from generating vortex flow in the rear flow field of the duct unit 11.

[0099] In some embodiments, the diffusion angle of the lip 11a close to the body 20 is smaller than the diffusion angle of the lip 11a away from the body 20. In some embodiments, the diffusion angle of the lip 11a close to the body 20 is substantially zero.

[0100] As shown in Figure 19, in some embodiments, the duct unit 11 includes an air inlet end 11c and an air outlet end 11d. The outer diameter of the duct unit 11 gradually decreases from the air inlet end 11c toward the air outlet end 11d. In other words, the duct unit 11 is generally funnel-shaped from the air inlet end 11c to the air outlet end 11d. In this embodiment, the duct unit 11 has a large air intake volume, and the smaller diffuser 11b can increase the outflow of gas from the diffuser 11b, thereby achieving better thrust.

[0101] As shown in FIG. 19 , in some embodiments, the power assembly 30 includes a propeller 31 , and the distance between the inner wall of the duct hole 111 and the propeller 31 is 0.75 mm±0.1 mm.

[0102] As shown in FIG. 19 , in some embodiments, the distance between the top side and the bottom side of the duct unit 11 is t1 , where t1 = 13.34 mm ± 1 mm.

[0103] As shown in FIG19 , in some embodiments, in the same longitudinal section of the duct monomer 11 , the distance between the closest point of the inner side of the duct monomer 11 to the central axis S and the farthest point of the outer side of the duct monomer 11 from the central axis S is t2, where t2 = 10.47 mm ± 1 mm.

[0104] As shown in FIG. 19 , in some embodiments, the propeller 31 rotates to form a propeller disk, and the diameter of the propeller disk is Q, where Q=73.2 mm±7 mm.

[0105] As shown in FIG. 19 , in some embodiments, the length of the chord P of the airfoil section of the duct unit 11 is K, where K=14.95 mm±1.5 mm.

[0106] As shown in FIG. 19 , in some embodiments, the angle between the chord P of the airfoil section of the duct unit 11 and the horizontal plane is θ, where θ=57.57°±5.7°.

[0107] As shown in FIG. 20 , in some embodiments, the ducted aircraft 100 further includes an antenna assembly 70 disposed in the duct 10 .

[0108] In some embodiments, the antenna assembly 70 is entirely attached to the outer surface of the duct 10 .

[0109] In some embodiments, the antenna assembly 70 is built into the duct 10. In this embodiment, the duct 10 can provide better protection for the antenna assembly 70.

[0110] As shown in FIG. 20 , in some embodiments, the antenna assembly 70 includes at least two antennas 71 , and the at least two antennas 71 are not parallel to each other.

[0111] As shown in FIG20 , in some embodiments, the antenna assembly 70 includes four antennas 71, which are distributed in the duct 10 such that the maximum radiation directions of two adjacent antennas 71 are perpendicular to each other. In this embodiment, the antenna assembly 70 can achieve a directional pattern that nearly covers the entire space, and the signal connection is stable.

[0112] As shown in Figure 20, duct 10 illustratively includes four duct units 11, each of which is provided with a duct hole 111. An antenna 71 is provided on the outer wall of each duct unit 11. Specifically, the four duct units 11 are a first duct unit 11e, a second duct unit 11f, a third duct unit 11g, and a fourth duct unit 11h. The first duct unit 11e is located at the front left of the fuselage 20, the second duct unit 11f is located at the rear left of the fuselage 20, the third duct unit 11g is located at the rear right of the fuselage 20, and the fourth duct unit 11h is located at the front right of the fuselage 20. The four antennas 71 are respectively the first antenna 71a, the second antenna 71b, the third antenna 71c and the fourth antenna 71d. The first antenna 71a is arranged on the outer wall of the first ducted unit 11e and the maximum radiation direction is toward the front side of the ducted aircraft 100. The second antenna 71b is arranged on the outer wall of the second ducted unit 11f and the maximum radiation direction is toward the left side of the ducted aircraft 100. The third antenna 71c is arranged on the outer wall of the third ducted unit 11g and the maximum radiation direction is toward the rear side of the ducted aircraft 100. The fourth antenna 71d is arranged on the outer wall of the fourth ducted unit 11h and the maximum radiation direction is toward the right side of the ducted aircraft 100.

[0113] As shown in FIG21 , FIG21 shows the 2D directional radiation pattern of the four antennas on the theta 90-degree plane of the fuselage. It can be seen from FIG21 that the overall structure formed by the four antennas can achieve omnidirectional coverage on the theta 90-degree plane of the fuselage.

[0114] As shown in FIG22 , FIG22 shows the 2D directional radiation pattern of the four antennas on the phi0 degree plane of the fuselage. It can be seen from FIG22 that the overall structure formed by the four antennas can achieve omnidirectional coverage on the phi0 degree plane of the fuselage.

[0115] It should be noted that the duct 10 does not necessarily include four duct units 11 in order to achieve the distribution of four antennas 71 in the duct 10 in a manner that the maximum radiation directions of two adjacent antennas 71 are perpendicular to each other. For example, in some other embodiments, as shown in Figure 23, the duct 10 includes two duct units 11, namely a left duct unit 11i provided on the left side of the fuselage 20 and a right duct unit 11j provided on the right side of the fuselage 20. The first antenna 71a is provided on the outer wall of the left duct unit 11i and its maximum radiation direction is toward the front side of the ducted aircraft 100. The second antenna 71b is provided on the outer wall of the left duct unit 11i and its maximum radiation direction is toward the left side of the ducted aircraft 100. The third antenna 71c is provided on the outer wall of the right duct unit 11j and its maximum radiation direction is toward the rear side of the ducted aircraft 100. The fourth antenna 71d is provided on the outer wall of the right duct unit 11j and its maximum radiation direction is toward the right side of the ducted aircraft 100. That is, the setting of the maximum radiation direction of the four antennas 71 does not depend on the number of the duct units 11. When the duct 10 includes six duct units 11 or eight duct units 11 or other numbers of duct units 11, the four antennas 71 can also be distributed in the duct 10 in a manner that the maximum radiation directions of two adjacent antennas 71 are perpendicular to each other.

[0116] In some embodiments, the antenna 71 is a conformal microstrip patch antenna. Optionally, the antenna 71 is formed on the duct 10 by in-mold injection molding, laser direct molding technology, or laser chemical activation metal plating technology.

[0117] As shown in FIG. 24 , it should be noted that the antenna assembly 70 is not limited to the above arrangement. For example, in some other embodiments, the antenna assembly 70 includes two antennas 71, one disposed on opposite sides of the duct 10, with each antenna 71 positioned at an angle to the yaw axis Y of the ducted vehicle 100. In this embodiment, compared to the existing arrangement of the antenna 71 parallel to the yaw axis Y of the ducted vehicle 100, the arrangement of the antenna 71 at an angle to the yaw axis Y of the ducted vehicle 100 allows the maximum radiation direction of the antenna 71 to avoid metal components such as the fuselage 20 or batteries of the ducted vehicle 100, thereby achieving better signal coverage.

[0118] As shown in FIG. 24 , in some embodiments, two antennas 71 are arranged in a figure eight shape.

[0119] As shown in Figure 24, in some embodiments, each antenna 71 forms an angle α with the yaw axis Y of the ducted vehicle 100, where 15°≤α≤30°. In this embodiment, the antenna assembly 70 can achieve nearly full space coverage.

[0120] As shown in FIG. 24 , in some embodiments, two antennas 71 are distributed on both sides of the roll axis Z of the ducted vehicle 100 .

[0121] As shown in FIG. 24 , in some embodiments, the projections of the two antennas 71 in the roll axis Z direction of the ducted aircraft 100 are symmetrically arranged with respect to the yaw axis Y of the ducted aircraft 100 .

[0122] As shown in Figure 25 , in some embodiments, the projections of the two antennas 71 along the pitch axis X of the ducted aircraft 100 are staggered. This ensures that at least one antenna 71 has directional coverage in all attitudes of the ducted aircraft 100, thereby improving the stability of the wireless communication link of the ducted aircraft 100.

[0123] As shown in FIG. 25 , in some embodiments, the included angle between the projections of the two antennas 71 in the pitch axis X direction of the ducted vehicle 100 is β, where 40°≤β≤60°.

[0124] As shown in FIG. 25 , in some embodiments, the projections of the two antennas 71 in the direction of the pitch axis X of the ducted aircraft 100 are symmetrically arranged with respect to the yaw axis Y of the ducted aircraft 100 .

[0125] In some embodiments, the duct 10 includes a top side and a bottom side, the fuselage 20 is installed on the top side of the duct 10 , and the two antennas 71 are provided on the bottom side of the duct 10 .

[0126] In some embodiments, the antenna 71 is housed inside the tripod 15. In this embodiment, the antenna 71 is housed inside the tripod 15 and can be well protected by the tripod 15.

[0127] In some embodiments, the two legs 15 housing the antennas 71 are arranged in a figure-eight configuration. Each leg 15 forms an angle α with the yaw axis Y of the ducted vehicle 100, where 15° ≤ α ≤ 30°. This embodiment not only aligns with the tilt angle of the antennas 71, facilitating their angled positioning, but also allows the legs 71 to partially disperse the impact force upon impact, preventing it from being fully transmitted through the duct 10 to the fuselage 20.

[0128] As shown in Figures 26 and 27, in some embodiments, the duct 10 includes a duct body 10a and a cover 10b. The duct body 10a has an open wiring channel 10c, through which the wiring between the fuselage 20 and the antenna 71 is routed. The cover 10b is detachably connected to the duct body 10a and serves to cover the open opening. This embodiment facilitates wiring between the fuselage 20 and the antenna 71. Specifically, the cover 10b can be opened first for wiring. After the wiring between the fuselage 20 and the antenna 71 is complete, the cover 10b can be closed over the open opening, providing a simple and convenient solution.

[0129] As shown in FIG28 , FIG28 shows the 2D directional radiation pattern of the two antennas on the theta 90-degree plane of the fuselage. It can be seen from FIG28 that the whole formed by the two antennas can achieve omnidirectional coverage on the theta 90-degree plane of the fuselage.

[0130] As shown in FIG29 , FIG29 shows the 2D directional radiation pattern of the two antennas on the phi0 degree plane of the fuselage. It can be seen from FIG29 that the whole formed by the two antennas can achieve omnidirectional coverage on the phi0 degree plane of the fuselage.

[0131] As shown in Figures 1 to 29, an embodiment of the present application further proposes a duct 10. The proposed duct 10 includes at least two duct units 11. The duct units 11 have duct holes 111. The duct holes 111 are used to accommodate the power assembly 30 of the ducted aircraft 100. The duct 10 is used to generate aerodynamic lift together with the power assembly 30, wherein the duct units 11 are at least partially hollow structures.

[0132] In some embodiments, the duct 10 includes a first duct structure 12 and a second duct structure 13 , which are assembled to form the duct 10 .

[0133] In some embodiments, at least two ducted units 11 form a surrounding distribution structure, and two adjacent ducted units 11 are connected to each other. A first reinforcement structure 110 is provided at the connection between at least two ducted units 11 .

[0134] In some embodiments, the duct 10 includes a stand 15 , and the first reinforcement structure 110 is disposed near the stand 15 .

[0135] In some embodiments, the first reinforcement structure 110 includes a reinforcement rib 1101 and an embedding groove 1102, the reinforcement rib 1101 is provided in one of the first duct structure 12 and the second duct structure 13, and the embedding groove 1102 is provided in the other of the first duct structure 12 and the second duct structure 13, wherein the reinforcement rib 1101 is embedded in the embedding groove 1102.

[0136] In some embodiments, an adhesive is provided in the embedding groove 1102 , and the reinforcing rib 1101 is bonded and fixed to the inner wall of the embedding groove 1102 by the adhesive.

[0137] In some embodiments, the first duct structure 12 includes at least two duct inner rings 121, which form the inner side wall of the duct monomer 11. The second duct structure 13 includes at least two duct outer rings 131, which form the outer side wall of the duct monomer 11. The duct inner rings 121 and the duct outer rings 131 are assembled to form the duct monomer 11.

[0138] In some embodiments, at least two duct inner rings 121 form a surrounding distribution structure, each duct inner ring 121 is an annular closed structure, and the first duct structure 12 also includes a second reinforcement structure 122, which is located in the middle of the surrounding distribution structure and is connected to at least two duct inner rings 121.

[0139] In some embodiments, the second reinforcement structure 122 and the duct inner ring 121 are integrally formed, or the second reinforcement structure 122 and the duct inner ring 121 are detachably connected.

[0140] In some embodiments, the second reinforcement structure 122 is provided with a hollow structure 1221 .

[0141] In some embodiments, the second reinforcement structure 122 and the duct inner ring 121 enclose a cavity 123 , and the cavity 123 is used to accommodate an avionics module and / or a power module of the ducted aircraft 100 .

[0142] In some embodiments, the duct inner ring 121 defines a vent 1211 communicating with the cavity 123 .

[0143] In some embodiments, at least two duct inner rings 121 form a surrounding distribution structure, each duct inner ring 121 is an annular closed structure, and the first duct structure 12 also includes a third reinforcement structure 124, which is located at the edge of the surrounding distribution structure and connects the two adjacent duct inner rings 121.

[0144] In some embodiments, the duct 10 includes a support frame 15 , and the third reinforcement structure 124 is disposed at the support frame 15 .

[0145] In some embodiments, the third reinforcement structure 124 and the duct inner ring 121 are integrally formed, or the third reinforcement structure 124 and the duct inner ring 121 are detachably connected.

[0146] In some embodiments, at least two duct outer rings 131 form a surrounding distribution structure, each duct outer ring 131 is an arc-shaped structure, and the ends of two adjacent duct outer rings 131 are connected to each other.

[0147] In some embodiments, the duct 10 includes a bracket 15 , which is disposed at the connection between two adjacent duct outer rings 131 .

[0148] In some embodiments, the stand 15 and the duct outer ring 131 are integrally formed.

[0149] In some embodiments, one of the duct inner ring 121 and the duct outer ring 131 is provided with an assembly groove 101 , and the other of the duct inner ring 121 and the duct outer ring 131 is provided with an assembly portion 102 , and the assembly portion 102 is embedded in the assembly groove 101 .

[0150] In some embodiments, an adhesive is provided in the assembly groove 101 , and the assembly portion 102 is bonded and fixed to the inner wall of the assembly groove 101 by the adhesive.

[0151] In some embodiments, the assembly portion 102 is provided with a positioning boss 1021 on one or both sides in the thickness direction thereof.

[0152] In some embodiments, the duct inner ring 121 includes a first edge 121a and a second edge 121b opposite to the first edge 121a, the duct outer ring 131 includes a third edge 131a and a fourth edge 131b opposite to the third edge 131a, the first edge 121a is docked with the third edge 131a, and the second edge 121b is docked with the fourth edge 131b, wherein the mating structure of the assembly groove 101 and the assembly part 102 is provided near the first edge 121a and the third edge 131a, and near the second edge 121b and the fourth edge 131b.

[0153] In some embodiments, one of the duct inner ring 121 and the duct outer ring 131 is provided with a guide hole 103 , and the other of the duct inner ring 121 and the duct outer ring 131 is provided with a guide column 104 , and the guide column 104 is passed through the guide hole 103 .

[0154] In some embodiments, one of the duct inner ring 121 and the duct outer ring 131 is provided with a first snap portion 105, and the other of the duct inner ring 121 and the duct outer ring 131 is provided with a second snap portion 106, and the first snap portion 105 is snapped with the second snap portion 106.

[0155] In some embodiments, the duct 10 is provided with a first positioning portion 14 , which is configured to cooperate with a second positioning portion of the fuselage 20 of the ducted aircraft 100 , so that the fuselage 20 of the ducted aircraft 100 can be positioned and installed on the duct 10 .

[0156] In some embodiments, there are three first positioning portions 14 , and the three first positioning portions 14 are arranged in a triangle shape on the duct 10 .

[0157] In some embodiments, the first duct structure 12 and the second duct structure 13 are both hard parts.

[0158] In some embodiments, the duct inner ring 121 and the duct outer ring 131 are both made of plastic.

[0159] In some embodiments, the duct unit 11 has a central axis S, and the longitudinal cross-section of the duct unit 11 is an airfoil, with a central camber line L of the airfoil bulging toward the central axis S.

[0160] In some embodiments, the duct unit 11 has a lip 11a and a diffuser 11b. Gas enters the duct hole 111 from the lip 11a and diffuses out from the diffuser 11b. The diameter of the lip 11a gradually increases in the direction away from the diffuser 11b.

[0161] In some embodiments, the diameter of the diffusion port 11 b gradually increases in a direction away from the lip 11 a.

[0162] In some embodiments, the diffusion angle of the lip 11 a at a position close to the fuselage 20 is smaller than the diffusion angle of the lip 11 a at a position far from the fuselage 20 .

[0163] In some embodiments, the diffusion angle of the lip 11 a near the body 20 is substantially zero.

[0164] In some embodiments, the duct unit 11 includes an air inlet end 11 c and an air outlet end 11 d , and the outer diameter of the duct unit 11 gradually decreases from the air inlet end 11 c toward the air outlet end 11 d .

[0165] In some embodiments, the power assembly 30 includes a propeller 31 , and the distance between the inner wall of the duct hole 111 and the propeller 31 is 0.75 mm±0.1 mm.

[0166] In some embodiments, the duct 10 is provided with an antenna assembly 70 .

[0167] In some embodiments, the antenna assembly 70 is built into the duct 10 , or the antenna assembly 70 is attached to the outer wall of the duct 10 .

[0168] In some embodiments, the antenna assembly 70 includes at least two antennas 71 , and the at least two antennas 71 are not parallel to each other.

[0169] In some embodiments, the antenna assembly 70 includes four antennas 71 , which are distributed in the duct 10 in such a manner that the maximum radiation directions of two adjacent antennas 71 are perpendicular to each other.

[0170] In some embodiments, the antenna 71 is a conformal microstrip patch antenna 71 .

[0171] In some embodiments, the antenna 71 is formed on the duct 10 using in-mold injection molding, laser direct molding technology, or laser chemical activation metal plating technology.

[0172] In some embodiments, the duct 10 includes four duct units 11 . The duct units 11 are provided with duct holes 111 . An antenna 71 is provided on the outer sidewall of each duct unit 11 .

[0173] In some embodiments, the antenna assembly 70 includes two antennas 71 , which are disposed on opposite sides of the duct 10 , respectively. Each antenna 71 is disposed at an angle to the yaw axis Y of the ducted vehicle 100 .

[0174] In some embodiments, the two antennas 71 are arranged in a figure eight shape.

[0175] In some embodiments, the duct 10 includes a top side and a bottom side, the fuselage 20 is installed on the top side of the duct 10 , and the two antennas 71 are provided on the bottom side of the duct 10 .

[0176] In some embodiments, a stand 15 is provided on the bottom side of the duct 10 , and the antenna 71 is accommodated inside the stand 15 .

[0177] In some embodiments, the duct 10 includes a duct body 10a and a cover 10b. The duct body 10a is provided with an open wiring channel 10c. The connection lines between the fuselage 20 and the antenna 71 are arranged in the wiring channel 10c. The cover 10b is detachably connected to the duct body 10a, and the cover 10b is used to cover the opening.

[0178] In some embodiments, the angle between each antenna 71 and the yaw axis Y of the duct 10 is α, where 15°≤α≤30°.

[0179] In some embodiments, the two antennas 71 are distributed on both sides of the roll axis Z of the ducted vehicle 100 .

[0180] In some embodiments, the projections of the two antennas 71 in the roll axis Z direction of the ducted aircraft 10 are symmetrically arranged with respect to the yaw axis Y of the ducted aircraft 100 .

[0181] In some embodiments, the projections of the two antennas 71 in the direction of the elevation axis X of the duct 10 are staggered.

[0182] In some embodiments, the included angle between the projections of the two antennas 71 in the elevation axis X direction of the duct 10 is β, where 40°≤β≤60°.

[0183] In some embodiments, the projections of the two antennas 71 in the direction of the pitch axis X of the ducted vehicle 100 are symmetrically arranged with respect to the yaw axis Y of the ducted vehicle 100 .

[0184] The above description is merely a specific embodiment of the present application, but the scope of protection of the present application is not limited thereto. Any person skilled in the art can easily conceive of various equivalent modifications or substitutions within the technical scope disclosed in the present application, and such modifications or substitutions should be included in the scope of protection of the present application. Therefore, the scope of protection of the present application should be based on the scope of protection of the claims.

Claims

1. A ducted aircraft, characterized in that: include: The duct comprises at least two duct units, each of which has a duct hole; a fuselage connected to the duct; a power assembly connected to the fuselage, wherein the power assembly is at least partially located in the duct hole, and the power assembly cooperates with the duct to provide aerodynamic lift; Wherein, the duct monomer is at least partially a hollow structure.

2. The ducted aircraft according to claim 1, wherein: The duct includes a first duct structure and a second duct structure, and the first duct structure and the second duct structure are assembled to form the duct.

3. The ducted aircraft according to claim 2, wherein: The at least two duct units form a surrounding distribution structure, two adjacent duct units are connected to each other, and a first reinforcement structure is provided at the connection between at least two duct units.

4. The ducted aircraft according to claim 3, wherein: The duct includes a foot frame, and the first reinforcement structure is arranged close to the foot frame.

5. The ducted aircraft according to claim 3, wherein: The first reinforcement structure comprises: a reinforcing rib provided on one of the first duct structure and the second duct structure; an embedded groove provided in the other of the first duct structure and the second duct structure; Wherein, the reinforcing rib is embedded in the embedding groove.

6. The ducted aircraft according to claim 5, wherein: An adhesive is provided in the embedding groove, and the reinforcing rib is bonded and fixed to the inner side wall of the embedding groove through the adhesive.

7. The ducted aircraft according to claim 2, wherein: The first duct structure includes at least two duct inner rings, which form the inner side walls of the duct monomer. The second duct structure includes at least two duct outer rings, which form the outer side walls of the duct monomer. The duct inner rings and the duct outer rings are assembled to form the duct monomer.

8. The ducted aircraft according to claim 7, wherein: The at least two duct inner rings form a surrounding distribution structure, and each duct inner ring is an annular closed structure; The first duct structure further includes a second reinforcement structure, which is located in the middle of the surrounding distribution structure and connected to at least two of the duct inner rings.

9. The ducted aircraft according to claim 8, wherein: The second reinforcement structure is integrally formed with the duct inner ring, or the second reinforcement structure is detachably connected to the duct inner ring.

10. The ducted aircraft according to claim 8, wherein: The second reinforcement structure is provided with a hollow structure.

11. The ducted aircraft according to claim 8, wherein: The second reinforcement structure and the inner ring of the duct form a concave cavity, and the concave cavity is used to accommodate the avionics module and / or power module of the ducted aircraft.

12. The ducted aircraft according to claim 11, wherein: The inner ring of the duct is provided with a ventilation port communicating with the cavity.

13. The ducted aircraft according to claim 7, wherein: The at least two duct inner rings form a surrounding distribution structure, and each duct inner ring is an annular closed structure; The first duct structure further includes a third reinforcement structure, which is located at the edge of the surrounding distribution structure and connects two adjacent duct inner circles.

14. The ducted aircraft according to claim 13, wherein: The duct includes a foot frame, and the third reinforcement structure is arranged at the foot frame.

15. The ducted aircraft according to claim 13, wherein: The third reinforcement structure is integrally formed with the duct inner ring, or the third reinforcement structure is detachably connected to the duct inner ring.

16. The ducted aircraft according to claim 7, wherein: The at least two duct outer rings form a surrounding distribution structure, each of the duct outer rings is an arc-shaped structure, and the ends of the two adjacent duct outer rings are connected to each other.

17. The ducted aircraft according to claim 16, wherein: The duct includes a foot frame, and the foot frame is arranged at the connection between two adjacent outer circles of the duct.

18. The ducted aircraft according to claim 17, wherein: The tripod and the duct outer ring are integrally formed.

19. The ducted aircraft according to claim 7, wherein: One of the duct inner ring and the duct outer ring is provided with an assembly groove, and the other of the duct inner ring and the duct outer ring is provided with an assembly portion, and the assembly portion is embedded in the assembly groove.

20. The ducted aircraft according to claim 19, wherein: Adhesive is provided in the assembly groove, and the assembly portion is bonded and fixed to the inner side wall of the assembly groove through the adhesive.

21. The ducted aircraft according to claim 19, wherein: The assembly portion is provided with a positioning boss on one side or both sides in the thickness direction thereof.

22. The ducted aircraft according to claim 19, wherein: The inner ring of the duct includes a first edge and a second edge opposite to the first edge, the outer ring of the duct includes a third edge and a fourth edge opposite to the third edge, the first edge is butted against the third edge, and the second edge is butted against the fourth edge; Wherein, the matching structure of the assembly groove and the assembly portion is provided near the first edge and the third edge, and near the second edge and the fourth edge.

23. The ducted aircraft according to claim 7, wherein: One of the duct inner ring and the duct outer ring is provided with a guide hole, and the other of the duct inner ring and the duct outer ring is provided with a guide column, and the guide column is passed through the guide hole.

24. The ducted aircraft according to claim 7, wherein: One of the duct inner ring and the duct outer ring is provided with a first snap-fit ​​portion, and the other of the duct inner ring and the duct outer ring is provided with a second snap-fit ​​portion, and the first snap-fit ​​portion is snap-fitted with the second snap-fit ​​portion.

25. The ducted aircraft according to claim 1, wherein: The duct is provided with a first positioning portion, and the fuselage is provided with a second positioning portion. The fuselage is mounted on the duct through the cooperation of the first positioning portion and the second positioning portion.

26. The ducted aircraft according to claim 25, wherein: The number of the first positioning portions is three, and the three first positioning portions are arranged in a triangle shape on the duct.

27. The ducted aircraft according to claim 1, wherein: Also includes: a shock absorbing mechanism connected to the fuselage; a pan / tilt platform connected to the shock absorbing mechanism; A camera device connected to the pan / tilt head; Wherein, the shock absorption mechanism is located below the camera device.

28. The ducted aircraft according to claim 27, wherein: The shock absorbing mechanism comprises: A connecting piece connected to the pan / tilt head; A shock absorbing member connects the connecting member and the fuselage.

29. The ducted aircraft according to claim 28, wherein: The shock-absorbing parts are shock-absorbing balls, and there are three of them. The three shock-absorbing balls are arranged in a triangle.

30. The ducted aircraft according to claim 28, wherein: The pan / tilt platform comprises: PTZ bracket; A motor, mounted on the pan / tilt bracket and connected to the camera device; Wherein, the pan / tilt bracket and the connecting piece are integrally formed.

31. The ducted aircraft according to claim 28, wherein: The pan / tilt bracket is tilted at a preset angle relative to the connecting member to avoid blocking the field of view of the camera device.

32. The ducted aircraft according to claim 30, wherein: The motor is used to drive the camera device to perform pitch movements, and an avoidance gap is provided on the side of the connecting member facing the forward direction of the ducted aircraft. The avoidance gap allows the connecting member to avoid the field of view of the camera device when the camera device looks down to the extreme position, so as to avoid blocking the field of view of the camera device.

33. The ducted aircraft according to claim 32, wherein: The connecting piece includes: a first extension; a second extension portion, arranged in a V shape with the first extension portion; The first extension portion and the second extension portion enclose the avoidance gap.

34. The ducted aircraft according to claim 1, wherein: The fuselage comprises: fuselage body; An arm connecting the fuselage body and the power assembly; Among them, the arm includes a first support arm and a second support arm, the first support arm and the second support arm extend outward from the fuselage main body and are connected, so that the first support arm, the second support arm and part of the fuselage main body together form a triangle, and the power assembly is installed at the connection between the first support arm and the second support arm.

35. The ducted aircraft according to claim 2, wherein: The first duct structure and the second duct structure are both hard parts.

36. The ducted aircraft according to claim 35, wherein: The first duct structure and the second duct structure are both plastic parts.

37. The ducted aircraft according to claim 1, wherein: The duct unit has a central axis. The longitudinal section of the duct unit is in the shape of an airfoil, and the center arc line of the airfoil protrudes toward the central axis.

38. The ducted aircraft according to claim 37, wherein: The duct body has a lip and a diffuser. Gas enters the duct hole from the lip and diffuses out from the diffuser. The diameter of the lip gradually increases in a direction away from the diffuser.

39. The ducted aircraft according to claim 38, wherein: The diameter of the diffusion port gradually increases in a direction away from the lip.

40. The ducted aircraft according to claim 39, wherein: The diffusion angle of the lip close to the fuselage is smaller than the diffusion angle of the lip far from the fuselage.

41. The ducted aircraft according to claim 40, wherein: The diffusion angle of the lip close to the fuselage is substantially zero.

42. The ducted aircraft according to claim 1, wherein: The duct unit includes an air inlet end and an air outlet end, and an outer diameter of the duct unit gradually decreases from the air inlet end toward the air outlet end.

43. The ducted aircraft according to claim 1, wherein: The power assembly includes a propeller, and the distance between the inner wall of the duct hole and the propeller is 0.75mm±0.1mm.

44. The ducted aircraft according to claim 1, wherein: The ducted aircraft further includes an antenna assembly disposed in the duct.

45. The ducted aircraft according to claim 44, wherein: The antenna assembly is built into the duct, or the antenna assembly is attached to the outer wall of the duct.

46. ​​The ducted aircraft according to claim 44, wherein: The antenna assembly includes at least two antennas, and the at least two antennas are not parallel to each other.

47. The ducted aircraft according to claim 44, wherein: The antenna assembly includes four antennas, which are distributed in the duct in a manner such that the maximum radiation directions of two adjacent antennas are perpendicular to each other.

48. The ducted aircraft according to claim 47, wherein: The antenna is a conformal microstrip patch antenna.

49. The ducted aircraft according to claim 47, wherein: The antenna is formed on the duct by using in-mold injection molding, laser direct molding technology, or laser chemical activation metal plating technology.

50. The ducted aircraft according to claim 47, wherein: The duct includes four duct units, each of which is provided with a duct hole, and an antenna is provided on the outer side wall of each duct unit.

51. The ducted aircraft according to claim 44, wherein: The antenna assembly includes two antennas, which are respectively arranged on two opposite sides of the duct, and each of the antennas is arranged at an angle to the yaw axis of the ducted aircraft.

52. The ducted aircraft according to claim 51, wherein: The two antennas are arranged in an eight-shaped configuration.

53. The ducted aircraft according to claim 51, wherein: The duct includes a top side and a bottom side, the fuselage is installed on the top side of the duct, and the two antennas are arranged on the bottom side of the duct.

54. The ducted aircraft according to claim 53, wherein: A tripod is provided on the bottom side of the duct, and the antenna is accommodated inside the tripod.

55. The ducted aircraft according to claim 54, wherein: The duct comprises: The duct body is provided with an open wiring channel, and the connection line between the fuselage and the antenna is arranged in the wiring channel; A cover plate is detachably connected to the duct body, and the cover plate is used to cover the opening.

56. The ducted aircraft according to claim 51, wherein: The included angle between each antenna and the yaw axis of the ducted aircraft is α, wherein 15°≤α≤30°.

57. The ducted aircraft according to claim 51, wherein: The two antennas are distributed on both sides of the roll axis of the ducted aircraft.

58. The ducted aircraft according to claim 57, wherein: The projections of the two antennas in the roll axis direction of the ducted aircraft are symmetrically arranged with respect to the yaw axis of the ducted aircraft.

59. The ducted aircraft according to claim 57, wherein: The projections of the two antennas in the pitch axis direction of the ducted aircraft are staggered.

60. The ducted aircraft according to claim 59, wherein: The included angle between the projections of the two antennas in the pitch axis direction of the ducted aircraft is β, where 40°≤β≤60°.

61. The ducted aircraft according to claim 60, wherein: The projections of the two antennas in the direction of the pitch axis of the ducted aircraft are symmetrically arranged with respect to the yaw axis of the ducted aircraft.

62. A duct, characterized in that: The duct comprises at least two ducted units, each having a ducted hole, the ducted hole being used to accommodate a power assembly of the ducted aircraft, and the duct being used to generate aerodynamic lift together with the power assembly; Wherein, the duct monomer is at least partially a hollow structure.

63. The duct according to claim 62, wherein: The duct includes a first duct structure and a second duct structure, and the first duct structure and the second duct structure are assembled to form the duct.

64. The duct according to claim 63, wherein: The at least two duct units form a surrounding distribution structure, two adjacent duct units are connected to each other, and a first reinforcement structure is provided at the connection between at least two duct units.

65. The duct according to claim 64, wherein: The duct includes a foot frame, and the first reinforcement structure is arranged close to the foot frame.

66. The duct according to claim 64, wherein: The first reinforcement structure comprises: a reinforcing rib provided on one of the first duct structure and the second duct structure; an embedded groove provided in the other of the first duct structure and the second duct structure; Wherein, the reinforcing rib is embedded in the embedding groove.

67. The duct according to claim 66, wherein: An adhesive is provided in the embedding groove, and the reinforcing rib is bonded and fixed to the inner side wall of the embedding groove through the adhesive.

68. The duct according to claim 63, wherein: The first duct structure includes at least two duct inner rings, which form the inner side walls of the duct monomer. The second duct structure includes at least two duct outer rings, which form the outer side walls of the duct monomer. The duct inner rings and the duct outer rings are assembled to form the duct monomer.

69. The duct according to claim 68, wherein The at least two duct inner rings form a surrounding distribution structure, and each duct inner ring is an annular closed structure; The first duct structure further includes a second reinforcement structure, which is located in the middle of the surrounding distribution structure and connected to at least two of the duct inner rings.

70. The duct according to claim 69, wherein: The second reinforcement structure is integrally formed with the duct inner ring, or the second reinforcement structure is detachably connected to the duct inner ring.

71. The duct according to claim 69, wherein: The second reinforcement structure is provided with a hollow structure.

72. The duct according to claim 69, wherein: The second reinforcement structure and the inner ring of the duct form a concave cavity, and the concave cavity is used to accommodate the avionics module and / or power module of the ducted aircraft.

73. The duct according to claim 72, wherein: The inner ring of the duct is provided with a ventilation port communicating with the cavity.

74. The duct according to claim 68, wherein The at least two duct inner rings form a surrounding distribution structure, and each duct inner ring is an annular closed structure; The first duct structure further includes a third reinforcement structure, which is located at the edge of the surrounding distribution structure and connects two adjacent duct inner circles.

75. The duct according to claim 74, wherein: The duct includes a foot frame, and the third reinforcement structure is arranged at the foot frame.

76. The duct according to claim 74, wherein: The third reinforcement structure is integrally formed with the duct inner ring, or the third reinforcement structure is detachably connected to the duct inner ring.

77. The duct according to claim 68, wherein: The at least two duct outer rings form a surrounding distribution structure, each of the duct outer rings is an arc-shaped structure, and the ends of the two adjacent duct outer rings are connected to each other.

78. The duct according to claim 77, wherein: The duct includes a foot frame, and the foot frame is arranged at the connection between two adjacent outer circles of the duct.

79. The duct according to claim 78, wherein The tripod and the duct outer ring are integrally formed.

80. The duct according to claim 68, wherein: One of the duct inner ring and the duct outer ring is provided with an assembly groove, and the other of the duct inner ring and the duct outer ring is provided with an assembly portion, and the assembly portion is embedded in the assembly groove.

81. The duct according to claim 80, wherein: Adhesive is provided in the assembly groove, and the assembly portion is bonded and fixed to the inner side wall of the assembly groove through the adhesive.

82. The duct according to claim 80, wherein: The assembly portion is provided with a positioning boss on one side or both sides in the thickness direction thereof.

83. The duct according to claim 80, wherein: The inner ring of the duct includes a first edge and a second edge opposite to the first edge, the outer ring of the duct includes a third edge and a fourth edge opposite to the third edge, the first edge is butted against the third edge, and the second edge is butted against the fourth edge; Wherein, the matching structure of the assembly groove and the assembly portion is provided near the first edge and the third edge, and near the second edge and the fourth edge.

84. The duct according to claim 68, wherein One of the duct inner ring and the duct outer ring is provided with a guide hole, and the other of the duct inner ring and the duct outer ring is provided with a guide column, and the guide column is passed through the guide hole.

85. The duct according to claim 68, wherein: One of the duct inner ring and the duct outer ring is provided with a first snap-fit ​​portion, and the other of the duct inner ring and the duct outer ring is provided with a second snap-fit ​​portion, and the first snap-fit ​​portion is snap-fitted with the second snap-fit ​​portion.

86. The duct according to claim 62, wherein: The duct is provided with a first positioning portion, and the first positioning portion is used to cooperate with the second positioning portion of the fuselage of the ducted aircraft, so that the fuselage of the ducted aircraft can be positioned and installed on the duct.

87. The duct according to claim 86, wherein: The number of the first positioning portions is three, and the three first positioning portions are arranged in a triangle shape on the duct.

88. The duct according to claim 63, wherein: The first duct structure and the second duct structure are both hard parts.

89. The duct according to claim 88, wherein The duct inner ring and the duct outer ring are both plastic parts.

90. The duct according to claim 62, wherein: The duct unit has a central axis. The longitudinal section of the duct unit is in the shape of an airfoil, and the center arc line of the airfoil protrudes toward the central axis.

91. The duct according to claim 90, wherein: The duct body has a lip and a diffuser. Gas enters the duct hole from the lip and diffuses out from the diffuser. The diameter of the lip gradually increases in a direction away from the diffuser.

92. The duct according to claim 91, wherein: The diameter of the diffusion port gradually increases in a direction away from the lip.

93. The duct according to claim 92, wherein: The diffusion angle of the lip close to the fuselage is smaller than the diffusion angle of the lip far from the fuselage.

94. The duct according to claim 93, wherein: The diffusion angle of the lip close to the fuselage is substantially zero.

95. The duct according to claim 62, wherein: The duct unit includes an air inlet end and an air outlet end, and an outer diameter of the duct unit gradually decreases from the air inlet end toward the air outlet end.

96. The duct according to claim 62, wherein: The power assembly includes a propeller, and the distance between the inner wall of the duct hole and the propeller is 0.75mm±0.1mm.

97. The duct according to claim 62, wherein: The duct is provided with an antenna assembly.

98. The duct according to claim 97, wherein: The antenna assembly is built into the duct, or the antenna assembly is attached to the outer wall of the duct.

99. The duct according to claim 97, wherein: The antenna assembly includes at least two antennas, and the at least two antennas are not parallel to each other.

100. The duct according to claim 97, wherein: The antenna assembly includes four antennas, which are distributed in the duct in a manner such that the maximum radiation directions of two adjacent antennas are perpendicular to each other.

101. The duct according to claim 100, wherein: The antenna is a conformal microstrip patch antenna.

102. The duct according to claim 100, wherein: The antenna is formed on the duct by using in-mold injection molding, laser direct molding technology, or laser chemical activation metal plating technology.

103. The duct according to claim 100, wherein: The duct includes four duct units, each of which is provided with a duct hole, and an antenna is provided on the outer side wall of each duct unit.

104. The duct according to claim 97, wherein: The antenna assembly includes two antennas, which are respectively arranged on two opposite sides of the duct, and each of the antennas is arranged at an angle to the yaw axis of the ducted aircraft.

105. The duct according to claim 104, wherein: The two antennas are arranged in an eight-shaped configuration.

106. The duct according to claim 104, wherein: The duct includes a top side and a bottom side, the fuselage is installed on the top side of the duct, and the two antennas are arranged on the bottom side of the duct.

107. The duct according to claim 106, wherein: A tripod is provided on the bottom side of the duct, and the antenna is accommodated inside the tripod.

108. The duct according to claim 107, wherein: The duct comprises: The duct body is provided with an open wiring channel, and the connection line between the fuselage and the antenna is arranged in the wiring channel; A cover plate is detachably connected to the duct body, and the cover plate is used to cover the opening.

109. The duct according to claim 104, wherein: The included angle between each antenna and the yaw axis of the duct is α, wherein 15°≤α≤30°.

110. The duct according to claim 104, wherein: The two antennas are distributed on both sides of the roll axis of the ducted aircraft.

111. The duct according to claim 110, wherein: The projections of the two antennas in the roll axis direction of the duct are symmetrically arranged with respect to the yaw axis of the ducted aircraft.

112. The duct according to claim 110, wherein: The projections of the two antennas in the elevation axis direction of the duct are staggered.

113. The duct according to claim 112, wherein: The included angle between the projections of the two antennas in the direction of the elevation axis of the duct is β, where 40°≤β≤60°.

114. The duct according to claim 113, wherein: The projections of the two antennas in the direction of the pitch axis of the ducted aircraft are symmetrically arranged with respect to the yaw axis of the ducted aircraft.

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