Ducted shroud for a distributed ducted wing

Abstract

The present application provides a duct cover of a distributed ducted fan wing suitable for an aircraft, comprising: a plurality of duct bodies arranged along the wing span direction, each of the plurality of duct bodies being configured to accommodate an electric fan assembly; and a plurality of connecting assemblies configured to connect the plurality of duct bodies to an upper wing portion in a sequential arrangement along the wing span direction, wherein the plurality of connecting assemblies are configured to be operated from above the wing to detach the duct cover from the upper wing portion. The duct cover is easy to detach from the wing structure, has good maintainability, and can adapt to the deformation of the wing structure when the deformation of the wing structure is large, and absorb the load generated by the deformation of the wing structure. Therefore, the duct cover can adjust the coordinated deformation with the wing structure, and significantly reduce the stress concentration inside the duct cover.

Description

Technical Field

[0001] This invention relates to fan duct covers for aircraft wings, and more particularly to duct covers for distributed ducted wings. Background Technology

[0002] The primary function of an aircraft wing is to provide lift for the aircraft. It integrates multiple components and functions, such as... Figure 1 As shown, the engine nacelle and its internal engine are suspended on the wing, including the air intake, fan cowling, thrust reverser, and exhaust nozzle. The engine nacelle provides protection for the fan, reduces noise, and guides air intake and exhaust. The shape of the nacelle and its relative mounting position on the wing significantly affect the wing's lift, drag, and maneuverability. In a low-wing configuration, because the engine nacelle is close to the ground, it is prone to ingesting foreign objects and damaging the engine during taxiing. Furthermore, during takeoff and landing, the engine nacelle is likely to touch the ground due to the fuselage tilt. Therefore, to ensure sufficient ground clearance for the engine nacelle, the main landing gear height often needs to be increased, leading to increased structural weight, decreased stability, and higher operating costs.

[0003] To improve aircraft performance and reduce fuel consumption, distributed electric propulsion technology has attracted widespread attention from researchers as a key technology for improving aircraft efficiency and performance. However, the structure of the distributed fan duct presents several challenges in aircraft integration design. For example, integrating the distributed duct with the wing makes it difficult to disassemble, resulting in poor maintainability and increased maintenance costs during aircraft operation. Conversely, designing the distributed duct as detachable, i.e., fixing it to the wing via mechanical connections, also presents challenges in controlling the coordinated deformation of the distributed duct and wing structure when the wing structure undergoes significant deformation. Summary of the Invention

[0004] The purpose of this invention is to provide a ducted fairing for a distributed ducted wing. This fairing is constructed to be detachable, easily disassembled from the wing structure, and possesses good maintainability. Furthermore, when the wing structure undergoes significant deformation, the fairing can adapt to the deformation and absorb the loads generated by the deformation. Therefore, the ducted fairing described in this invention can adjust to coordinated deformation with the wing structure, significantly reducing stress concentration within the fairing.

[0005] The present invention provides a ducted fairing for a distributed ducted wing suitable for an aircraft, comprising: a plurality of duct bodies arranged along the wingspan direction, each of the plurality of duct bodies being configured to accommodate an electric fan assembly; and a plurality of connecting components configured to connect the plurality of duct bodies to the upper part of the wing in a sequential arrangement along the wingspan direction, wherein the plurality of connecting components are configured to be operable from above the wing to remove the duct fairing from the upper part of the wing.

[0006] The duct fairing described in this invention is distributedly connected to the wing body via multiple connecting components. This configuration increases the reliability and safety redundancy of the structural connections while transferring the load of the duct fairing to the wing body. Furthermore, the distributed connection of the duct fairing to the wing body reduces the vertical displacement difference between the two sides of the duct fairing caused by wing body deformation, thus reducing stress concentration inside the duct fairing. Moreover, the construction of the connecting components facilitates the removal of the duct fairing from the wing body, increasing its maintainability and significantly reducing maintenance costs.

[0007] According to one embodiment, the connecting assembly includes a connecting sleeve that is obliquely inserted into the duct cover at the upper part of the wing and a docking angle box that connects the connecting sleeve and the upper part of the wing respectively, wherein the connecting sleeve is configured to allow the duct cover to be removed from the upper part of the wing simply by removing it from the upper part of the wing.

[0008] Through multiple connecting components, the loads of the electric fan assembly and the duct fairing can be transferred to the wing body. Furthermore, by inserting the connecting sleeve into the duct fairing, the contact area between the connectors and the duct fairing is increased, reducing the risk of concentrated load damage to the duct fairing. In addition, when removing the duct fairing, operators can remove it from the upper part of the wing body by removing the connecting sleeve from above. Therefore, this invention enables rapid removal of the duct fairing from the wing body, increasing its maintainability and reducing aircraft maintenance costs.

[0009] According to one embodiment, the connecting sleeve further includes a spring disposed within the connecting sleeve to absorb wing deformation.

[0010] Springs can buffer deformation loads from the wing body. Therefore, placing springs within the connecting sleeve can absorb loads generated by wing structure deformation during aircraft operation, disperse the loads, avoid stress concentration inside the duct fairing, and regulate the coordinated deformation of the duct fairing and the wing structure.

[0011] According to one embodiment, the connecting assembly includes two connecting sleeves arranged in a V-shape and a mating corner box.

[0012] The V-shaped connection assembly allows two duct bodies to be connected together to the same wing structure, reducing the number of connectors and ensuring even stress distribution on the mating angle box, extending service life and reducing maintenance time. Furthermore, the V-shaped connection assembly allows the duct cover base to move relative to the connecting sleeve, enabling the duct cover to adapt to the bending deformation of the wing body. This results in more coordinated deformation between the duct cover and the wing body, reducing stress concentration inside the duct cover.

[0013] According to one embodiment, the duct cover further includes a duct shell and small wings, wherein the plurality of duct bodies and the small wings are integrally formed, and the duct shell covers the outside of the plurality of duct bodies and the small wings so that the duct cover forms a sandwich structure.

[0014] By encasing the duct shell around the duct body and winglets to form a duct cover sandwich structure, a single molding of the complex duct shape and cavity structure is achieved, reducing structural weight, manufacturing cost, and process difficulty while meeting structural strength requirements.

[0015] According to one embodiment, each of the plurality of duct bodies or the winglets includes a plurality of foam blocks spliced ​​together by adhesive film, and the surfaces of the plurality of foam blocks are attached with fiber fabric to form the duct shell.

[0016] The duct cover of the present invention uses multiple foam blocks spliced ​​together with adhesive film according to structural features, and then attaches fiber fabric to the outside and heat-presses and cures it to form the duct shell, thereby forming a foam sandwich structure, which reduces the manufacturing difficulty of complex shapes and significantly reduces the weight of the duct cover.

[0017] According to one embodiment, the winglets are connected to the plurality of duct bodies via carbon nanotubes. The carbon nanotubes increase material compatibility and allow for precise positioning of the winglets within the duct cover.

[0018] According to one embodiment, each of the plurality of culvert bodies has a cylindrical inner cavity with a constant diameter.

[0019] The cylindrical inner cavity with a basically constant diameter makes the cross-section of the duct body roughly the same as that of the fan. Therefore, the cross-section of the space occupied by the airflow flowing inside the duct body does not change significantly, which can maintain the stability of the airflow inside the duct, thereby reducing resistance and enabling the fan to operate stably.

[0020] According to one embodiment, each of the plurality of duct bodies has a duct body inlet bottom plate that fits onto the upper part of the wing. The duct body inlet bottom plate has a thin blade-shaped recess on the front side near the leading edge of the wing that is recessed towards the rear side near the trailing edge of the wing. The thin blade-shaped recess has the minimum thickness of the duct body inlet bottom plate at the intersection with the longitudinal axis of the duct body inlet bottom plate.

[0021] The inlet base plate can ensure the aerodynamic shape step requirements at the duct inlet, prevent the wing skin from separating from the bottom of the duct cover during high-speed flight, and straighten the airflow flowing into the duct body.

[0022] The present invention also provides a distributed ducted wing, including a duct dome having the features described above.

[0023] The present invention also provides an aircraft comprising a distributed ducted wing and a ducted dome having the features described above.

[0024] The distributed ducted wing or aircraft provided by this invention employs a ducted fairing that is distributed and single-sidedly connected to the wing body, meeting the requirements for rapid disassembly and maintenance of the ducted fairing. Furthermore, the distributed connection effectively transfers loads, eliminating forced displacement and coordinated deformation issues caused by the wing mechanism on the ducted fairing. In addition, the segmented splicing of internal foam, designed according to structural characteristics, allows the ducted fairing with its foam sandwich structure to reduce the manufacturing difficulty of complex shapes and significantly reduce the weight of the wing structure. Attached Figure Description

[0025] Figure 1 This is a schematic diagram showing the connection between the wing structure and engine nacelle of an existing aircraft.

[0026] Figure 2 This is a perspective view of a distributed ducted wing according to an embodiment of the present invention.

[0027] Figure 3 This is an exploded view of a distributed ducted wing according to an embodiment of the present invention.

[0028] Figure 4 This is an exploded view of the ducted canopy of a distributed ducted wing according to an embodiment of the present invention.

[0029] Figure 5 for Figure 4 An enlarged view of area A in the middle shows the inlet base plate and connecting components of the culvert body.

[0030] Figure 6 This is a schematic diagram showing the connection between the duct cover and the wing structure of a distributed ducted wing according to an embodiment of the present invention. Detailed Implementation

[0031] This disclosure will now be described with reference to the accompanying drawings, in which preferred exemplary embodiments of the disclosure are illustrated. However, this disclosure may be implemented in other forms and should not be construed as limited to the embodiments disclosed herein. The disclosed embodiments are provided to fully convey the scope of this disclosure to those skilled in the art.

[0032] Figure 1 This diagram illustrates the connection between the wing structure and engine nacelle of an existing aircraft. As shown, the engine duct nacelle and its internal components are suspended together as a concentrated load on a certain part of the underside of the wing. Compared to traditional centralized propulsion systems, distributed electric propulsion systems are characterized by dividing the traditional high-power thruster into multiple low-power thrusters of equal power. These low-power thrusters are distributed in various locations on the fuselage and / or wing, thereby improving the flexibility of the flight control system. On the one hand, distributed electric propulsion systems can improve the propulsion efficiency of the aircraft by creating positive coupling between thrusters and between the thrusters and the fuselage / wing through a reasonable arrangement of the thrusters. On the other hand, the increased number and flexible arrangement of thrusters allow the aircraft to achieve propulsion control by utilizing the thrust difference between the thrusters, while simultaneously reducing the use of traditional control surfaces and other actuation mechanisms, thus reducing the weight of the aircraft. However, as mentioned above, the fan duct structure in a distributed electric propulsion system suffers from poor maintainability and difficulty in controlling the coordinated deformation of the duct fairing and the wing structure.

[0033] Figure 2 This is a perspective view of a distributed ducted wing according to an embodiment of the present invention. The distributed ducted wing 100 of the present invention includes a wing body 200 having a high aspect ratio and a small sweep angle, wherein duct fairings 300 arranged along the wing span direction are provided at the wing skin at the wing root. Multiple electric fan assemblies are disposed within the duct fairings 300 to provide thrust to the aircraft. The duct fairings 300 are distributedly connected to the wing body 200 via multiple connecting components to transfer the thrust of the electric fan assemblies to the wing body 200.

[0034] Figure 3This is an exploded view of a distributed ducted wing according to an embodiment of the present invention. As shown, a plurality of connecting components 309 are arranged sequentially along the wing span, preferably comprising two rows and six columns of connecting components. According to one embodiment, the plurality of connecting components 309 further include a plurality of connectors arranged sequentially along the wing span near the leading edge of the wing. The ducted fairing 300 is distributedly connected to the wing body 200 via the plurality of connecting components 309. According to one embodiment, each of the plurality of connecting components 309 is connected to a rib in the wing body 200. The plurality of connecting components 309 are configured to be operable from above the wing body 200 to remove the ducted fairing 300 from the upper part of the wing body 200; that is, an operator only needs to approach the ducted fairing 300 from above the wing body 200 and operate the plurality of connecting components 309, without needing to approach and operate any components below the wing body 200, to remove the ducted fairing 300 from the upper part of the wing body 200.

[0035] The ducted fairing 300 of this invention is distributedly connected to the upper part of the wing body 200 via multiple connecting components 309. This configuration increases the reliability and safety redundancy of the structural connections while transferring the load of the ducted fairing 300 to the wing body 200. Furthermore, during aircraft flight, the wing body 200 bends upwards, resulting in significant vertical displacement at the wingtip. The ducted fairing 300 spans a large inner section of the wing body along the wing span, thus creating a significant vertical displacement difference between the two sides of the ducted fairing 300 along the wing span. The distributed connection of the ducted fairing 300 to the wing body 200 reduces the vertical displacement difference between the two sides of the ducted fairing caused by the bending deformation of the wing body, thereby reducing stress concentration inside the ducted fairing. Furthermore, the construction of the connecting components 309 allows for quick removal of the ducted fairing 300 from the wing body 200, increasing the maintainability of the ducted fairing 300 and significantly reducing maintenance costs.

[0036] Figure 4 This is an exploded view of the ducted canopy of a distributed ducted wing according to an embodiment of the present invention. Figure 2 and Figure 4 As shown, the duct fairing 300 includes a plurality of duct bodies 301 arranged along the wingspan direction. The plurality of duct bodies 301 are integrally formed, and each duct body 301 is configured to house an electric fan assembly so that airflow passes through the duct body 301 to provide thrust to the aircraft. When the airflow flows at high speed through the plurality of duct bodies 301, a pressure difference is generated on the upper and lower skins of the inner section of the wing body 200, thereby giving the wing body 200 higher lift. Figure 2 and Figure 3As shown, each of the multiple duct bodies 301 is constructed with a cylindrical inner cavity of substantially constant diameter, such that the cross-section of the inner cavity of the duct body 301 is approximately the same as that of the fan. Therefore, the cross-sectional area occupied by the airflow flowing within the duct body 301 does not change significantly, maintaining the stability of the airflow within the duct, thereby reducing resistance and enabling the fan to operate stably.

[0037] like Figure 4 As shown, the duct body 301 includes multiple foam blocks, such as a duct top block 302, a duct sidewall block 303, and a duct base 304. These foam blocks can be formed using, for example, rigid polymethacrylamide (PMI) foam, and preferably, are joined together with an adhesive film to form a cylindrical duct body 301. Through this combined joining process, multiple foam blocks can form a duct body 301 with a complex duct shape and duct cavity, reducing process difficulty and manufacturing costs.

[0038] The duct fairing 300 also includes the duct shell 306 and winglets 307, such as Figure 2 As shown, the winglet 307 is located at the end of the duct housing 300 away from the fuselage and is connected to the top of the duct body 301 via two connectors 308. Preferably, the connectors include carbon fiber tubes 308, which are material-compatible with the top duct panel 302, thus increasing material compatibility while precisely positioning the winglet to the top duct panel 302. The winglet 307 can also be formed by splicing PMI rigid foam with adhesive film and splicing it with the duct body 301 as a whole. The duct shell 306 is formed of carbon fiber fabric, such as T300. For example, two layers of carbon fiber fabric at ±45° can be attached to the outside of the duct body 301 and the winglet 307, and the base 304 and inner cavity of the duct body 301 are supported by a combination mold, and then the duct shell 306 is cured in an autoclave. This invention forms a duct cover sandwich structure by covering the duct body 301 and the winglets 307 with the duct shell 306, and adopts carbon fiber composite material and liquid molding process to achieve the integrated molding of complex duct cover shape and cavity structure. While meeting the structural strength requirements, it reduces structural weight, manufacturing cost and process difficulty.

[0039] Figure 5 for Figure 4An enlarged view of region A shows the duct body inlet base plate and connecting components. The duct housing 300 also includes a duct body inlet base plate 305 disposed between the bases 304 of the duct body 301 and fitted to the upper wing skin. The inlet base plate 305 can be connected to the upper wing skin, for example, via a combination of adhesive studs. The inlet base plate 305 is generally trapezoidal in shape and has a front side near the leading edge of the wing, a rear side near the trailing edge of the wing and narrower than the front side, and a side extending longitudinally from the front to the rear side. The inlet base plate 305 is configured to be planar on the side fitted to the upper wing skin and concave curved on the side facing the inner cavity of the duct body 301. As shown in the figure, the inlet base plate 305 has a thin, blade-shaped recess on its front side that is symmetrical about the longitudinal central axis of the inlet base plate and concave towards the rear. The thickness of the inlet base plate 305 gradually increases from the front to the rear side and laterally away from the longitudinal axis of the inlet base plate, such that the intersection of the thin, blade-shaped recess and the longitudinal axis of the inlet base plate has the minimum thickness of the inlet base plate 305. The inlet base plate 305 can be formed, for example, from phenolic foam material.

[0040] The inlet base plate 305 can ensure the aerodynamic shape step requirements at the duct inlet. The inlet base plate 305 fits the upper skin of the wing and has a thin blade-shaped recess, thus preventing the upper skin of the wing from separating from the bottom of the duct cover during high-speed flight and rectifying the airflow flowing into the duct body.

[0041] Figure 6 This is a schematic diagram illustrating the connection between the ducted fairing and the wing structure of a distributed ducted wing according to an embodiment of the present invention. It shows, in cross-sectional view, the connection between the base 304 of the ducted fairing 300 and wing structural members such as spars and / or ribs of the wing body 200. Preferably, the ducted fairing 300 is connected to the ribs via multiple connecting components. Figure 5 It is understood that the connecting assembly 309 is housed within the base 304 of the duct fairing 300 and includes a connecting sleeve 310 that is obliquely inserted into the base 304 with respect to the upper wing skin, and a docking angle box 311 connected to the connecting sleeve 310. The docking angle box 311 is further connected to wing structural members such as wing ribs. Figure 6As shown, the base 304 of the duct cover 300 includes a curved side facing the inner cavity of the duct body and a flat bottom surface facing the wing skin. The curved side of the base 304 facing the inner cavity of the duct body has a through hole that matches the shape of the connecting sleeve 310 and is inclined to the wing skin. The flat bottom surface of the base 304 facing the wing skin has a groove that matches the shape of the docking angle box 311 and opens towards the skin. The connecting sleeve 310 is a cylindrical body with a through hole at the bottom to be accommodated within the through hole of the base 304. The docking angle box 311 is a box-shaped body with an opening, and its cross-sectional shape matches the cross-sectional shape of the groove to be accommodated within the groove. The top of the mating corner box 311 is provided with a through hole, which can be aligned with the bottom through hole of the connecting sleeve 310. This allows the connecting sleeve 310 to be fastened to the mating corner box 311 by fasteners when the connecting sleeve 310 is inserted into the through hole of the base 304 and the mating corner box 311 is accommodated in the groove of the base 304. Preferably, the connecting sleeve 310 can be connected to the mating corner box 311 by a connecting bolt 312 and a self-locking sliding support nut 313. The head of the connecting bolt 312 is accommodated within the connecting sleeve 310, the shank of the connecting bolt 312 passes through the bottom through hole of the connecting sleeve 310 and the top through hole of the mating corner box 311, and the end of the shank of the connecting bolt 312 extends into the mating corner box 311, allowing the self-locking sliding support nut 313 to engage with the end of the shank within the mating corner box 311 to connect the connecting sleeve 310 to the mating corner box 311.

[0042] Preferably, such as Figures 4-5 As shown, a through hole with the same shape as the connecting sleeve 310 and perpendicular to the upper skin of the wing can be opened at the front end of the base 304 near the leading edge of the wing. The connecting sleeve 310 is accommodated in the through hole and is directly connected to the wing structure of the wing body 200 by fasteners such as bolts in the connecting sleeve 310.

[0043] Through multiple connecting components 309, the load of the electric fan assembly and the duct cover can be transferred to the wing body 200. Furthermore, by accommodating the connecting sleeve 310 and the docking angle box 311 within the through-hole and groove of the base 304 respectively, the contact area between the connectors and the duct base 304 is increased, reducing the risk of concentrated load damage to the duct base 304. Simultaneously, the gap between the bottom of the base 304 and the wing skin is reduced, allowing the airflow through the fan duct to be as close as possible to the upper wing skin, minimizing airflow disturbance on the upper wing skin. Moreover, when removing the duct cover 300, the operator can remove the fasteners inside the connecting sleeve 310 from above the wing body 200, thereby removing the connecting sleeve 310 from the duct base 304, and thus removing the duct cover 300 from the upper part of the wing body 200. Therefore, this invention enables rapid removal of the duct cover 300 from the wing body 200 via multiple connecting components 309, increasing the maintainability of the duct cover 300 and reducing aircraft maintenance costs.

[0044] like Figure 6 As shown, a spring 314 is also provided at the bottom of the connecting sleeve 310. For example, when the connecting sleeve 310 is connected to the mating angle box 311 by bolts and nuts, the spring 314 can be disposed between the head of the bolt and the bottom of the connecting sleeve 310 and around the shank of the bolt to buffer the deformation load from the wing body 200. Therefore, placing the spring 314 between the fastener and the connecting sleeve can absorb the load generated by the deformation of the wing structure during aircraft operation, disperse the load and avoid stress concentration inside the duct fairing, and adjust the coordinated deformation of the duct fairing and the wing structure.

[0045] like Figures 4-6 As shown, when the connecting assembly 309 is positioned between adjacent duct bodies 301, the connecting assembly 309 may include two connecting sleeves 310 arranged in a V-shape and a docking angle box 311. The central axis of each connecting sleeve 310 is oriented obliquely relative to the wing skin, and the docking angle box 311 connects to a wing structural member, such as a rib 206, between adjacent duct bodies 301. The angle between the central axis of the connecting sleeve 310 and the wing skin can gradually decrease along the wing span. For example, the angle between the central axis of the connecting sleeve 310 and the wing skin can be 45 degrees at the wing root and 40 degrees near the wingtip. This variation in the angle between the central axis of the connecting sleeve and the wing skin allows the duct fairing to adapt to the deformation of the wing structure, reducing stress concentration inside the duct fairing.

[0046] The V-shaped connecting assembly 309 can connect two duct bodies 301 together to the same wing structure, reducing the number of connecting parts and ensuring even stress distribution on the docking angle box, extending service life and reducing maintenance time. During aircraft flight, the V-shaped connecting assembly 309 allows the duct cover base to move relative to the connecting sleeve 310, thereby enabling the duct cover 300 to adapt to the deformation of the wing body 200, making the deformation of the duct cover 300 and the wing body 200 more coordinated and reducing stress concentration inside the duct cover.

[0047] The present invention also provides a distributed ducted wing, the wing including the ducted canopy as described above.

[0048] The present invention also provides an aircraft employing a distributed ducted wing, including the ducted fairing as described above. This aircraft can be an electric unmanned aerial vehicle (UAV), for example, a small electric UAV with a wingspan of 12m.

[0049] The distributed ducted wing or aircraft provided by this invention employs a ducted fairing that is distributed and single-sidedly connected to the wing body, meeting the requirements for rapid disassembly and maintenance of the ducted fairing. Furthermore, the distributed connection effectively transfers loads, eliminating forced displacement and coordinated deformation issues caused by the wing mechanism on the ducted fairing. In addition, the segmented splicing of internal foam, designed according to structural characteristics, allows the ducted fairing with its foam sandwich structure to reduce the manufacturing difficulty of complex shapes and significantly reduce the weight of the wing structure.

[0050] Those skilled in the art will recognize that this disclosure is not limited to the preferred embodiments described above. They will also recognize that modifications and variations are possible within the scope of the appended claims. Furthermore, through a study of the drawings, the disclosure, and the appended claims, those skilled in the art will be able to understand and implement variations of the disclosed embodiments.

Claims

1. A ducted fairing for a distributed ducted wing of an aircraft, comprising: Multiple duct bodies arranged along the wingspan direction, each of the multiple duct bodies being configured to accommodate an electric fan assembly; as well as Multiple connecting components are configured to connect the multiple duct bodies to the upper part of the wing in a sequential arrangement along the wingspan direction. The plurality of connecting components are configured to be operable from above the wing to remove the ducted fairing from the upper part of the wing. Each connecting component includes a connecting sleeve that is obliquely inserted into the upper part of the wing into the ducted fairing, and docking angle boxes that respectively connect the connecting sleeve and the upper part of the wing. The connecting sleeve is configured to allow the ducted fairing to be removed from the upper part of the wing simply by removing it. The connecting assembly includes two connecting sleeves arranged in a V-shape and a mating angle box.

2. The duct cover of claim 1, wherein, The connecting sleeve also includes a spring disposed within the connecting sleeve to absorb wing deformation.

3. The duct cover of claim 1, wherein, The duct cover also includes a duct shell and small wings, wherein the plurality of duct bodies and the small wings are integrally formed, and the duct shell covers the outside of the plurality of duct bodies and the small wings so that the duct cover forms a sandwich structure.

4. The duct cover of claim 3, wherein, Each of the plurality of duct bodies or the winglet comprises a plurality of foam blocks joined together by adhesive film, the surfaces of which are covered with fiber fabric to form the duct shell.

5. The duct cover of claim 3, wherein, The winglets are connected to the plurality of duct bodies via carbon nanotubes.

6. The duct cover of claim 1, wherein, Each of the plurality of culvert bodies has a cylindrical inner cavity with a constant diameter.

7. The duct cover of claim 1, wherein, Each of the plurality of duct bodies has a duct body inlet bottom plate that fits onto the upper part of the wing. The duct body inlet bottom plate has a thin blade-shaped recess on the front side near the leading edge of the wing that is recessed towards the rear side near the trailing edge of the wing. The thin blade-shaped recess has the minimum thickness of the duct body inlet bottom plate at the intersection with the longitudinal axis of the duct body inlet bottom plate.

8. A distributed ducted wing, comprising a duct dome according to any one of claims 1-7.

9. An aircraft comprising a distributed ducted wing and a ducted dome according to any one of claims 1-7.

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