A flying device

Abstract

The present application relates to the field of aircraft technology, in particular to a flying device. The flying device comprises a fuselage, a connecting piece and two wings. The bottom of the fuselage is concave on both sides to form a mounting groove. The connecting piece comprises a first mounting frame and a second mounting frame connected to each other. The first mounting frame is detachably arranged in the mounting groove and connected to the fuselage. The second mounting frame is integrally arranged on the first mounting frame along the width direction of the fuselage. The two wings are respectively arranged on both sides of the width direction of the fuselage and connected to both ends of the second mounting frame. The present application can improve the utilization rate of the internal space of the fuselage.

Description

Technical Field

[0001] This invention relates to the field of aircraft technology, and in particular to a flight device. Background Technology

[0002] With the advancement of aviation technology and the increasing demands of usage, the technical status of flight devices has become extremely complex in recent years, with stringent quality requirements, resulting in very high costs. For such technically complex flight devices, the requirements for operation and maintenance conditions and levels are also becoming increasingly stringent in order to ensure their designed functionality, significantly increasing operation and maintenance costs.

[0003] Currently, for high aspect ratio flight devices used in various application scenarios, the connection structure between the wing and fuselage generally adopts a wing root joint and frame connection, with the frame and beams serving as the main force transmission structures. This structural arrangement is classic and reliable. However, the above structural design has low utilization of the internal space of the fuselage, which cannot meet the need for a large internal space and is not conducive to the use and promotion of flight devices. Summary of the Invention

[0004] This invention provides a flight device to address the problem that existing technologies cannot meet the need for a large internal space, which hinders the use and promotion of flight devices.

[0005] This invention discloses a flight device, comprising: a fuselage, a connector, and two wings. The fuselage has mounting grooves recessed on both sides of its bottom. The connector includes a first mounting frame and a second mounting frame connected to each other. The first mounting frame is detachably disposed in the mounting groove and connected to the fuselage. The first mounting frame has an integrally formed second mounting frame disposed on it along the width direction of the fuselage. The two wings are located on both sides of the width direction of the fuselage and are respectively connected to the two ends of the second mounting frame.

[0006] Optionally, the top two sides of the body are respectively formed with concave areas, and the outside of the body is provided with a detachable cover that at least covers the concave areas, forming a receiving cavity between the concave areas and the cover.

[0007] Optionally, the second mounting bracket has a first positioning point and a second positioning point at its two ends, and each wing is connected to the second mounting bracket through the first positioning point and the second positioning point. The first positioning point is located at the bottom of the fuselage, and the second positioning point extends to the outside of the fuselage.

[0008] Optionally, the lower region of the fuselage has a concave region corresponding to the wing, the concave region being used to accommodate the through-hole second mounting bracket.

[0009] Optionally, the first mounting bracket includes two first frames, each frame having a first mounting station. The first mounting station includes a first mounting surface located on one side of the first frame, and the first mounting surface is connected to a wall of the mounting groove via a first fastener.

[0010] Optionally, the first installation station further includes a third installation surface located on another side of the first frame, the third installation surface being connected to another wall of the installation slot via a third fastener; wherein the first installation surface and the third installation surface are not coplanar.

[0011] Optionally, the second mounting frame includes two second frames, each with a second mounting station at both ends. Each mounting station includes a second mounting surface on each of the two second frames. The first positioning point and the second positioning point are located on the second mounting surface and are connected to the front spar and the rear spar of the wing, respectively.

[0012] Optionally, the distance between the first positioning point and the second positioning point is greater than the horizontal distance between the first positioning point and the wall of the mounting groove.

[0013] Optionally, the connector further includes: a reinforcing plate and a buffer; the reinforcing plate is disposed on the first mounting frame and can cover the intersection of the first mounting frame and the second mounting frame; the buffer is disposed on the side of the reinforcing plate away from the connector; and / or, the first mounting frame and the second mounting frame are respectively provided with a hollow portion and a reinforcing rib.

[0014] Optionally, the connector is integrally formed; and / or, the connector is symmetrical about the fuselage axis.

[0015] The beneficial effects of the flight device provided by this invention are as follows: This application provides a dedicated location for the installation of the first mounting bracket by forming mounting grooves recessed on both sides of the fuselage bottom, thus eliminating the need to occupy internal fuselage space and effectively improving the utilization rate of internal fuselage space, meeting the demand for large internal space. Simultaneously, the mounting grooves at the bottom of the fuselage serve as lower longitudinal beams. Through the integrated design of the lower longitudinal beam and the skin, a frameless monocoque structure is achieved, which greatly increases the internal space and reduces the fuselage weight while meeting the fuselage strength requirements. The placement of the first mounting bracket within the mounting groove further enhances the fuselage strength. Furthermore, the design of a second mounting bracket serving as a crossbeam at the wing connection, with both ends of the integrated crossbeam connecting to the two wings, compared to existing technologies that use reinforced frame beams at the wing connection and high-strength joints at the wing roots, increases the internal space of the fuselage and further improves space utilization. Attached Figure Description

[0016] The technical solution of the present invention will be further described in detail below with reference to the accompanying drawings and embodiments. In the accompanying drawings:

[0017] Figure 1 This is one of the schematic diagrams of the flight device provided in the embodiments of the present invention; Figure 2 This is a second schematic diagram of the flight device provided in the embodiments of the present invention; Figure 3 yes Figure 2 Schematic diagram of the structure at point A; Figure 4 This is one of the side views of the flight device provided in the embodiments of the present invention; Figure 5 This is a second side view of the flight device provided in the embodiment of the present invention; Figure 6 This is one of the schematic diagrams of the connector provided in the embodiment of the present invention; Figure 7 This is a second schematic diagram of the connector provided in an embodiment of the present invention; Figure 8 This is a top view of the connector provided in an embodiment of the present invention; Figure 9 This is a force diagram of the flight device during flight provided in an embodiment of the present invention; Figure 10 This is one of the stress cloud diagrams of the flight device during flight provided in the embodiments of the present invention; Figure 11 This is the second stress cloud diagram of the flight device during flight provided in this embodiment of the invention; Figure 12 This is one of the deformation cloud maps of the flight device during flight provided in the embodiments of the present invention; Figure 13 This is the second deformation cloud map of the flight device during flight provided in the embodiments of the present invention; Figure 14 This is one of the stress cloud diagrams provided in the embodiments of the present invention during the launch of the flight device; Figure 15 This is the second stress cloud diagram provided in the embodiments of the present invention during the launch of the flight device; Figure 16 This is one of the deformation cloud diagrams of the flight device during launch provided in the embodiments of the present invention; Figure 17 This is the second deformation cloud map of the flight device during launch provided in the embodiments of the present invention.

[0018] In the diagram: 10. Body; 101. Mounting slot; 103. Concave area; 20. Connector; 210. First mounting bracket; 211. First frame; 2111. First mounting surface; 2112. Third mounting surface; 2101. First mounting hole; 2102. Third mounting hole; 220. Second mounting bracket; 221. Second frame; 2211. Second mounting surface; 201. First mounting station; 202. Second... Installation station; 203, hollow section; 204, reinforcing rib; 30, wing; 310, front beam; 320, rear beam; 410, first positioning point; 420, second positioning point; 510, reinforcing plate; 520, buffer component; 610, first reinforcing seat; 620, second reinforcing seat; 601, third installation station; 710, first fastening screw; 720, second fastening screw; 80, cover; 801, concave area. Detailed Implementation

[0019] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other. The preferred embodiments of the present invention will now be described in detail with reference to the accompanying drawings.

[0020] This invention provides a flight device, such as... Figures 1 to 9 As shown, the fuselage 10 includes a connecting member 20 and two wings 30. The bottom sides of the fuselage 10 are recessed to form mounting grooves 101. The connecting member 20 includes a first mounting bracket 210 and a second mounting bracket 220 that are connected to each other. The first mounting bracket 210 is detachably disposed in the mounting groove 101 and connected to the fuselage 10. The first mounting bracket 210 is provided with an integral second mounting bracket 220 along the width direction of the fuselage 10. The two wings 30 are located on both sides of the width direction of the fuselage 10 and are respectively connected to the two ends of the second mounting bracket 220.

[0021] In this embodiment, mounting grooves 101 are recessed on both sides of the bottom of the fuselage 10, providing dedicated positions for the installation of the first mounting bracket 210. This eliminates the need to occupy internal space within the fuselage 10, effectively improving the utilization rate of the internal space and meeting the demand for a large internal space. Simultaneously, the mounting grooves 101 at the bottom of the fuselage 10 serve as a lower longitudinal beam. Through the integrated design of the lower longitudinal beam and the skin, a frameless monocoque structure is achieved. This significantly increases the internal space of the fuselage 10 while meeting its strength requirements and reducing its weight. The first mounting bracket 210 is installed within the mounting grooves 101, further enhancing the strength of the fuselage 10. Furthermore, a second mounting bracket 220 serves as a crossbeam at the wing 30 connection point. The integrated crossbeam connects the two wings 30 at both ends. Compared to existing technologies that use reinforced frame beams at the wing 30 connection point and high-strength joints at the wing 30 roots, the transverse beam design at the bottom of the fuselage 10 in this application increases the internal space of the fuselage 10, further improving space utilization.

[0022] Furthermore, because the second mounting bracket 220 of the integrated structure is a continuous beam design without interruption in the middle, the symmetrical bending moment transmitted from the wing 30 is balanced by its own measurement. The shear force and asymmetrical bending moment are first transmitted through the second mounting bracket 220 to the main body of the first mounting bracket 210 located in the mounting slot 101, and then to the longitudinal beam, and then to the fuselage 10. This structure does not require high structural strength joints, thereby reducing the weight of the flight device.

[0023] It should be emphasized here that the connector 20 in this embodiment is a post-assembly component, located on the bottom outer side of the fuselage 10. When connecting with the fuselage 10, it only needs to cooperate with the mounting slot 101 to save the internal space of the fuselage 10 and maximize the utilization of the space of the fuselage 10. In terms of height, it can achieve more than 3 / 4 of the usable space, which can be planned as a large equipment compartment, cargo compartment or fuel tank, etc.

[0024] As an optional solution in this embodiment, refer to Figure 5 The top two sides of the body 10 have concave areas 801 respectively, and the body 10 is provided with a removable cover 80 that covers at least the concave areas 801. A receiving cavity is formed between the concave areas 801 and the cover 80.

[0025] The top two sides of the fuselage 10 are concave, serving as upper longitudinal beams to enhance the strength of the fuselage 10. Together with the lower longitudinal beam, they further ensure the strength of the frameless beam design of the fuselage 10 in this embodiment. The lower longitudinal beam of the fuselage 10 is integrated with the skin, and the structural design of the lower longitudinal beam position is processed. An external cover 80 with the same aerodynamic type as the fuselage 10 is added. A receiving cavity is formed between the concave area 801 and the cover 80, which serves as a cable channel for the fuselage 10. The cables are externally mounted, or the equipment is installed, reducing the difficulty of maintenance.

[0026] As an optional solution in this embodiment, refer to Figure 4 The second mounting bracket 220 has a first positioning point 410 and a second positioning point 420 at its two ends respectively. Each wing 30 is connected to the second mounting bracket 220 through the first positioning point 410 and the second positioning point 420. The first positioning point 410 is located at the bottom of the fuselage 10, and the second positioning point 420 extends to the outside of the fuselage 10.

[0027] Specifically, the wing 30 is connected to the second mounting bracket 220 via the first positioning point 410 and the second positioning point 420. The positions of the first positioning point 410 and the second positioning point 420 are defined, resulting in a more efficient force transmission support between the wing 30 and the second mounting bracket 220. For details, refer to... Figure 4The distance between the first positioning point 410 and the second positioning point 420 is S1, and the horizontal distance between the first positioning point 410 and the wall of the mounting groove 101 is S2. The larger S1 is, the longer the lever arm is, which can effectively reduce the load transmitted from the wing 30 to the first positioning point 410 and the second positioning point 420, and avoid the two stress concentration points of the first positioning point 410 and the second positioning point 420 being too close to each other, which would cause the structure between them to be subjected to severe stress. The distance between the first positioning point 410 and the fuselage 10 is small, which can effectively reduce the lever arm of the load of the first positioning point 410 to the connection point of the fuselage 10, prevent the connection point of the fuselage 10 from being subjected to excessive stress, thereby ensuring the structural strength of the flight device in this embodiment.

[0028] As an optional solution in this embodiment, refer to Figure 1 The lower part of the fuselage 10 has a concave region 103 corresponding to the wing 30, which is used to accommodate the second mounting bracket 220.

[0029] The concave area 103 is designed to allow the second mounting bracket 220 to fit snugly against the fuselage 10, ensuring a smooth overall aerodynamic shape of the flight device and reducing wind resistance. Simultaneously, the second mounting bracket 220 is installed through-type, resulting in a more continuous force transmission structure. This design balances the advantages of modular assembly with flight aerodynamic performance, improving structural practicality and flight stability, thus facilitating the use and promotion of the flight device in this embodiment.

[0030] As an optional solution in this embodiment, refer to Figures 6 to 8 The first mounting bracket 210 includes two first frames 211. A first mounting station 201 is provided on the first frame 211. The first mounting station 201 includes a first mounting surface 2111 located on one side of the first frame 211. The first mounting surface 2111 is connected to a groove wall of the corresponding mounting groove 101 by a first fastener.

[0031] The first mounting bracket 210 includes two first brackets 211. The first mounting station 201 is located on the first bracket 211 and connected to the mounting groove 101 at the bottom of the body 10, replacing the traditional connection method inside the body 10. This further reduces the space occupied inside the body 10 and improves space utilization. The first mounting surface 2111, together with the first fastener, connects the two first brackets 211 to one wall of the mounting groove 101, making the connection between the first bracket 211 and the body 10 firm and easy to disassemble, reducing the difficulty of disassembly and assembly during maintenance, and reducing maintenance time and costs.

[0032] As an optional solution in this embodiment, refer to Figures 6 to 8The first installation station 201 also includes a third installation surface 2112 located on another side of the first frame 211. The third installation surface 2112 is connected to another wall of the corresponding installation slot 101 by a third fastener. The first installation surface 2111 and the third installation surface 2112 are not coplanar.

[0033] The cooperation between the third mounting surface 2112 and the third fastener connects the two first frames 211 to the other wall of the mounting slot 101, further enhancing the connection strength and reliability of the first mounting frame 210 within the mounting slot 101. The non-coplanar arrangement of the first mounting surface 2111 and the third mounting surface 2112 disperses the installation force, thus protecting the first mounting frame 210, the second mounting frame 220, and the flight device. In this embodiment, both the first and third fasteners can be screws; no specific limitation is made here.

[0034] During actual installation, a first mounting hole 2101 is formed on the first mounting surface 2111. The first frame 211 is connected to the wall of the mounting groove 101 by fastening screws at the first mounting hole 2101. A third mounting hole 2102 is formed on the third mounting surface 2112. The first frame 211 is connected to the other wall of the mounting groove 101 by fastening screws at the third mounting hole 2102, thereby realizing the connection between the first frame 211 and the body 10.

[0035] As an optional solution in this embodiment, refer to Figures 6 to 8 The second mounting frame 220 includes two second frames 221. Each of the two ends of the second frame 221 is provided with a second mounting station 202. The second mounting station 202 includes a second mounting surface 2211 respectively provided on the two second frames 221. A first positioning point 410 and a second positioning point 420 are provided on the second mounting surface 2211. The first positioning point 410 and the second positioning point 420 are respectively connected to the front spar 310 and the rear spar 320 of the wing 30.

[0036] The setting of the first positioning point 410 and the second positioning point 420 ensures the stable connection between the second mounting bracket 220 and the front beam 310 and the rear beam 320. Specifically, by setting the first fastening pin 710 and the second fastening pin 720, the wing 30 is positioned on the second mounting station 202. During flight, the aerodynamic bending moment generated by the wing 30 can be accurately transmitted to the first fastening pin 710 and the second fastening pin 720, improving the stability and reliability of the connection between the wing 30 and the fuselage 10. In this embodiment, both the first fastening pin 710 and the second fastening pin 720 can be pins, and no specific limitation is made here. The first fastening pin 710 and the second fastening pin 720 construct a precise equilateral bending moment force transmission system, realizing the balanced distribution and cancellation of aerodynamic loads, significantly reducing the fatigue loss of the core connection structure, and extending the service life of the flight device. At the same time, it is specifically designed to connect the front beam 310 and the rear beam 320 of the wing 30, with direct force transmission and reliable structure, retaining the stability of the classic force transmission structure, while optimizing the force transmission logic to adapt to complex flight conditions.

[0037] As an optional solution in this embodiment, refer to Figure 4 and Figure 9 The distance between the first positioning point 410 and the second positioning point 420 is greater than the horizontal distance between the first positioning point 410 and the wall of the mounting groove 101. When the flight device is in flight, the aerodynamic force generated by the wing 30 forms a bending moment T1 relative to the fuselage 10. The bending moment T1 is transferred to the first fastening pin 710 and the second fastening pin 720 on the second frame 221, generating forces F1 and F2. Forces F1 and F2 form a bending moment T2, and bending moments T1 and T2 are equal.

[0038] Among them, the above-mentioned limitations achieve precise offsetting and balancing of load bending moments, allowing the aerodynamic load of the wing 30 to be uniformly and stably transferred to the fuselage 10 structure, avoiding structural deformation and cracking caused by local load overload, significantly improving the structural safety and fatigue resistance of the flight device, adapting to long-term, high-intensity flight conditions, and reducing equipment failure and wear costs.

[0039] As an optional solution in this embodiment, refer to Figures 6 to 8 The connector 20 further includes: a reinforcing plate 510 and a buffer 520. The reinforcing plate 510 is disposed on the first mounting bracket 210 and can cover the intersection of the first mounting bracket 210 and the second mounting bracket 220. The buffer 520 is disposed on the side of the reinforcing plate 510 away from the connector 20. And / or, the first mounting bracket 210 and the second mounting bracket 220 are respectively provided with a hollow portion 203 and a reinforcing rib 204 at intervals.

[0040] The reinforcement plate 510 covers the intersection of the first mounting frame 210 and the second mounting frame 220, which can enhance the structural strength of the intersection of the connector 20 and avoid damage caused by stress concentration at the intersection; the buffer 520 can absorb vibration and impact during flight, protect the first mounting frame 210 and the second mounting frame 220, the fuselage 10 and the wing 30, and improve the impact resistance and service life of the flight device in this embodiment; the hollow part 203 can reduce the overall weight of the first mounting frame 210 and the second mounting frame 220, reduce the energy consumption of the flight device, and save material costs; the reinforcing rib 204 can ensure the structural strength of the first mounting frame 210 and the second mounting frame 220 while reducing weight.

[0041] As an optional solution in this embodiment, refer to Figures 6 to 8 The connector 20 is integrally formed; and / or the first mounting bracket 210 is axially symmetrical about the fuselage 10.

[0042] The one-piece molding process reduces the splicing links of the connector 20, reduces manufacturing errors, improves the integrity and strength of the structure, and reduces assembly steps, thus reducing manufacturing and assembly costs. The connector 20 is symmetrical about the fuselage 10 axis, which makes the force on both sides of the fuselage 10 evenly distributed, avoids flight attitude deviation caused by uneven force, and further improves the flight stability of the flight device. The symmetrical structure also facilitates manufacturing and assembly, reduces production difficulty, and improves the aesthetics and consistency of the structure.

[0043] The connector 20 also includes: a first reinforcing seat 610 and / or a second reinforcing seat 620, the first reinforcing seat 610 and / or the second reinforcing seat 620 being respectively disposed at opposite ends of the first mounting bracket 210 and connected to the third mounting surface 2112; the first reinforcing seat 610 and / or the second reinforcing seat 620 are each provided with a third mounting station 601, the third mounting station 601 being used to connect with the functional component.

[0044] The connection between the first reinforcing seat 610 and / or the second reinforcing seat 620 and the third mounting surface 2112 enhances the structural strength at both ends of the first mounting bracket 210, further disperses the stress, and improves the reliability of the connector 20. The third mounting station 601 also provides a dedicated mounting position for the functional components, eliminating the need for additional mounting structures on the fuselage 10 or wing 30, thus optimizing the spatial layout and improving space utilization. At the same time, the connection between the functional components and the first reinforcing seat 610 and / or the second reinforcing seat 620 avoids excessive local stress caused by direct connection to the fuselage 10 or wing 30, protecting the fuselage 10 and wing 30. Finally, the arrangement method of this embodiment also facilitates the disassembly, assembly, and maintenance of the functional components.

[0045] In actual production applications, the connector 20 in this embodiment can be made by composite material pultrusion process. One set of molds can meet the cross-sectional design of the connector 20. An alloy steel bushing is embedded at the joint with the wing 30 to meet the structural strength and usage requirements, thereby reducing the cost of the airframe structure from the source.

[0046] Figure 6 and Figure 7 The X-direction is the heading of the flight device.

[0047] The application of connector 20 in this embodiment under flight and launch conditions was tested: Under the same flight conditions, connector 20 is an aluminum alloy structure, and also a carbon fiber composite material of T300 fabric and T300 unidirectional tape, mixed lay-up and pultruded. A bushing is provided at the connection between the wing 30 and connector 20. The stress and deformation cloud diagrams of connector 20 are as follows: Figures 10 to 13 As shown, Figure 10 Stress cloud diagram of aluminum alloy connector under flight conditions. Figure 11 The stress cloud diagram for composite material connector 20 under flight conditions is shown. By comparing the stress in the upper left corner (the stress decreases from top to bottom), the maximum stress of aluminum alloy connector 20 is 433.8 MPa, while the maximum stress of composite material connector 20 is 488.7 MPa. The difference is relatively small. Figure 12 This is a cloud map showing the deformation of the aluminum alloy connector under flight conditions. Figure 13 The deformation cloud map of composite material connector 20 under flight conditions is shown. By comparing the deformation in the upper left corner (the data are arranged from top to bottom, with stress decreasing sequentially), the displacement of aluminum alloy connector 20 and composite material connector 20 is compared, and the difference is small. Figure 10 and Figure 11 , Figure 12 and Figure 13 In comparison, under the same operating conditions, both the aluminum alloy connector 20 and the composite material connector 20 meet the usage requirements for flight conditions.

[0048] The connector 20 in this embodiment is first used on a loitering munition. Its application under launch conditions has been verified. Under the same launch conditions, the connector 20 is an aluminum alloy structure, and also a pultruded composite material. A bushing is provided at the connection between the wing 30 and the connector 20. The stress and deformation cloud diagrams of the connector 20 are shown below. Figures 14 to 17 As shown, Figure 14 Stress cloud diagram of aluminum alloy connector 20 under firing conditions. Figure 15 The stress cloud diagram for composite connector 20 under firing conditions is shown. By comparing the stress in the upper left corner (the stress decreases sequentially from top to bottom), the maximum stress of aluminum alloy connector 20 is 267.8 MPa, while the maximum stress of composite connector 20 is 307 MPa. The difference is relatively small. Figure 16 This is a cloud map showing the deformation of the aluminum alloy connector under firing conditions. Figure 17 The deformation cloud diagram of composite material connector 20 under launch conditions is shown. By comparing the deformation in the upper left corner (the data shows that the stress decreases sequentially from top to bottom), the displacement of aluminum alloy connector 20 and composite material connector 20 is compared, and the difference is small. Figure 14 and Figure 15 , Figure 16 and Figure 17 In comparison, under the same operating conditions, both the aluminum alloy connector 20 and the composite material connector 20 meet the usage requirements for launch conditions.

[0049] Therefore, based on the above application tests, the connector 20 of this embodiment can meet the application requirements of flight conditions, launch conditions (or landing gear landing conditions).

[0050] It should be understood that the above embodiments are only used to illustrate the technical solutions of the present invention, and are not intended to limit them. Those skilled in the art can modify the technical solutions described in the above embodiments, or make equivalent substitutions for some of the technical features; and all such modifications and substitutions should fall within the protection scope of the appended claims of the present invention.

Claims

1. A flight device, characterized in that, include: The fuselage has recessed mounting grooves on both sides of its bottom; these mounting grooves serve as lower longitudinal beams. The connector includes a first mounting bracket and a second mounting bracket that are connected to each other. The first mounting bracket is detachably disposed in the mounting groove and connected to the body. The second mounting bracket, which has an integral structure, is disposed on the first mounting bracket along the width direction of the body. The connector is disposed on the bottom outer side of the body. The first mounting bracket and the second mounting bracket are connected in a grid pattern, and the two ends of the first mounting bracket are respectively located at a certain distance outside the intersection point. Two wings are located on both sides of the fuselage in the width direction and are respectively connected to the two ends of the second mounting bracket; concave areas are formed on both sides of the top of the fuselage, and the concave areas serve as upper longitudinal beams.

2. The flight device according to claim 1, characterized in that, The exterior of the body is provided with a removable cover that at least covers the concave area, and a receiving cavity is formed between the concave area and the cover.

3. The flight device according to claim 1, characterized in that, The second mounting bracket has a first positioning point and a second positioning point at its two ends, and each of the wings is connected to the second mounting bracket through the first positioning point and the second positioning point. The first positioning point is located at the bottom of the fuselage, and the second positioning point extends to the outside of the fuselage.

4. The flight device according to claim 1, characterized in that, The lower region of the fuselage has a concave region corresponding to the wing, which is used to accommodate the through-type second mounting bracket.

5. The flight device according to claim 1, characterized in that, The first mounting bracket includes two first frames, each with a first mounting station. The first mounting station includes a first mounting surface located on one side of the first frame, and the first mounting surface is connected to a wall of the mounting groove via a first fastener.

6. The flight device according to claim 5, characterized in that, The first installation station also includes a third installation surface located on another side of the first frame, and the third installation surface is connected to another wall of the installation slot by a third fastener; The first mounting surface and the third mounting surface are not coplanar.

7. The flight device according to claim 3, characterized in that, The second mounting frame includes two second frames, and each of the two second frames has a second mounting station at both ends. Each second mounting station includes a second mounting surface on the two second frames. The first positioning point and the second positioning point are located on the second mounting surface and are respectively connected to the front spar and the rear spar of the wing.

8. The flight device according to claim 7, characterized in that, The distance between the first positioning point and the second positioning point is greater than the horizontal distance between the first positioning point and the wall of the mounting groove.

9. The flight device according to claim 8, characterized in that, The connector also includes: A reinforcing plate and a buffer are provided. The reinforcing plate is disposed on the first mounting bracket and can cover the intersection of the first mounting bracket and the second mounting bracket. The buffer is disposed on the side of the reinforcing plate opposite to the connecting member. And / or, the first mounting bracket and the second mounting bracket are respectively provided with hollowed-out portions and reinforcing ribs at intervals.

10. The flight device according to claim 9, characterized in that, The connector is integrally formed; And / or, the connector is symmetrical about the fuselage axis.

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