Logistics unmanned aerial vehicle

Abstract

The logistics unmanned aerial vehicle comprises a fuselage, two front wings respectively extending to two sides at a front part of the fuselage, two rear wings respectively extending to two sides at a rear part of the fuselage, two strut assemblies respectively connected to outer ends of corresponding front wings and rear wings, and a plurality of propellers installed to the strut assemblies, wherein the strut assembly comprises a front section, a middle section and a rear section, the middle section is connected to the corresponding front wing and the rear wing, the front section is in front of the middle section, the rear section is behind the middle section, and the plurality of propellers are respectively installed to front ends of the front section and rear ends of the rear section.

Description

Technical Field

[0001] This utility model relates to a logistics drone, and more specifically, to a logistics drone with higher reliability. Background Technology

[0002] Drones are increasingly widely used in cargo transportation. Logistics drones can automatically deliver goods to their destinations, improving delivery difficulties in remote areas, increasing delivery efficiency, and reducing labor costs. However, the structural stability of drones still needs improvement in current technology.

[0003] Therefore, it is hoped that a logistics drone can be proposed to improve the shortcomings of the existing technologies mentioned above. Utility Model Content

[0004] According to one aspect of this utility model, a logistics drone is proposed, comprising: a fuselage; two front wings extending to both sides from the front part of the fuselage; two rear wings extending to both sides from the rear part of the fuselage; two strut assemblies respectively connected to the outer ends of the corresponding front and rear wings; and multiple propellers mounted to the strut assemblies; wherein the strut assembly includes a front section, a middle section, and a rear section, the middle section being connected to the corresponding front and rear wings, the front section being in front of the middle section, and the rear section being behind the middle section, and the multiple propellers being respectively mounted to the front end of the front section and the rear end of the rear section.

[0005] According to this design, the strut assembly, connected to the wing, enhances the structural stability of the drone.

[0006] In some designs, multiple propellers can be installed separately on the upper side of the front end of the front section and the lower side of the rear end of the rear section.

[0007] In some designs, the front section can be tilted upwards relative to the middle section in the forward direction.

[0008] In some designs, the propellers installed at the front and the propellers installed at the rear may not be on the same plane.

[0009] In some designs, the two front wings, two rear wings, and the mid-section can form a pentagon.

[0010] According to the design, the front wing, rear wing, and strut assembly form a closed polygon, which helps improve the structural stability of the UAV.

[0011] In some designs, the front section, the middle section, and the front wing may intersect at a first point, and / or the rear section, the middle section, and the rear wing may intersect at a second point.

[0012] In some designs, the lower surfaces of the forewing and / or aft wing can be curved.

[0013] According to the design, the large airfoil camber on the lower surface of the wing ensures that the drone can still generate significant lift even at low speeds, thereby improving its safety and payload capacity.

[0014] In some designs, the distance between the front wing and the center of gravity of the logistics drone is greater than the distance between the rear wing and the center of gravity of the logistics drone.

[0015] According to the plan, the front wing is mainly used to control the pitch attitude of the UAV, while the rear wing is mainly used to control the roll attitude of the UAV.

[0016] In some designs, the surface area of ​​the front wing can be smaller than that of the rear wing.

[0017] According to this design, the fore wing can have a larger wing loading, thereby improving the pitch stability of the UAV.

[0018] In some designs, logistics drones may also include a vertical tail fin that extends vertically upwards from the rear of the fuselage.

[0019] According to the design, the vertical tail fin can control the yaw motion of the drone, thereby improving the vertical stability of the drone during flight.

[0020] In some designs, logistics drones may also include a data antenna embedded within the vertical tail fin.

[0021] According to this solution, flight drag caused by data antennas can be reduced, thereby improving the flight performance of logistics drones. Attached Figure Description

[0022] Figure 1 A schematic diagram of a logistics drone according to an embodiment of the present invention is shown;

[0023] Figure 2 A top view schematic diagram of a logistics drone according to an embodiment of the present invention is shown;

[0024] Figure 3 A front view schematic diagram of a logistics drone according to an embodiment of the present invention is shown;

[0025] Figure 4 A side view of a logistics drone according to an embodiment of the present invention is shown, wherein the logistics drone is in cruise mode;

[0026] Figure 5 A side view of a logistics drone according to an embodiment of the present invention is shown, wherein the logistics drone is in take-off and landing mode;

[0027] Figure 6A schematic diagram of the wing of a logistics drone according to an embodiment of the present invention is shown;

[0028] Figure 7 A perspective view of a logistics drone according to an embodiment of the present invention is shown from the front, wherein the front wing, rear wing, strut assembly, and cargo compartment have been removed.

[0029] Figure 8 A perspective view of a logistics drone according to an embodiment of the present invention is shown from the rear, with the front wing, rear wing, strut assembly, and cargo compartment removed.

[0030] Figure 9 A perspective view of the cargo hold according to an embodiment of the present invention is shown;

[0031] Figure 10 A perspective view of a first mounting component according to an embodiment of the present disclosure is shown;

[0032] Figure 11 A perspective view of a second mounting component according to an embodiment of the present disclosure is shown;

[0033] Figure 12 A perspective view of a second mounting component according to another embodiment of the present disclosure is shown;

[0034] Figure 13 A perspective view of the front propeller according to an embodiment of the present disclosure is shown;

[0035] Figure 14 A perspective view of the rear propeller according to an embodiment of the present disclosure is shown;

[0036] Figure 15 A perspective view of the front propeller and the rear propeller on one side according to an embodiment of the present disclosure is shown.

[0037] Figure Labels

[0038] 100 drones

[0039] 110 fuselage

[0040] 111 front

[0041] 112 rear

[0042] 120 canard

[0043] 122 Forward Control Surface

[0044] 124 Lower surface

[0045] 130 rear wing

[0046] 132 Rear Control Surface

[0047] 140 strut assembly

[0048] 142 (Previous Section)

[0049] 144 Middle Section

[0050] 146 (Later Section)

[0051] 152 Front Propeller

[0052] 154 Rear Propeller

[0053] 156 Control Components

[0054] 158 motor

[0055] 160 Cargo Hold

[0056] 161 Flight Control Cabin

[0057] 162 Parachute Cabins

[0058] 163 Flight Control Canopy

[0059] 170 Vertical tail fin

[0060] 171 Heat dissipation airflow

[0061] 172 Air Duct Inlet

[0062] 173 Air Duct Exit

[0063] 181 Buckle

[0064] 182 Snap-fit ​​cavity

[0065] 190 landing gear

[0066] 191 First Leg

[0067] 192 Second leg

[0068] 193 Third Leg

[0069] 194 Connecting rod

[0070] 21 First installation component

[0071] 22 Second installation component

[0072] 211 Part One

[0073] 212 Part Two

[0074] 221 Sleeve section

[0075] 222 Third Section

[0076] 223 Support section

[0077] 231 First Hole

[0078] 232 First central hole

[0079] 241 Second Hole

[0080] 242 Second center hole

[0081] C Center of gravity

[0082] P1 First point

[0083] P2 Second point Detailed Implementation

[0084] To make the objectives, solutions, and advantages of this disclosure clearer, the technical solutions of the embodiments of this disclosure will be clearly and completely described below with reference to the accompanying drawings. Unless otherwise stated, the terms used herein have their ordinary meanings in the art. The same reference numerals in the drawings represent the same parts.

[0085] For clarity, unless otherwise explicitly stated, the directional terms used in this document have the following meanings: Longitudinal direction refers to the direction parallel to the UAV's flight direction in cruise mode; lateral direction is the direction perpendicular to the longitudinal direction and parallel to the horizontal plane in cruise mode. Forward refers to the direction towards the nose of the UAV; backward refers to the direction towards the tail of the UAV. Pitch motion refers to rotational motion about a horizontal line passing through the UAV's center of gravity and perpendicular to its longitudinal axis; roll motion refers to rotational motion about its longitudinal axis; yaw motion refers to rotational motion about a vertical line passing through the UAV's center of gravity. Furthermore, in this document, unless otherwise explicitly stated, all directional relationships of the UAV refer to its position in cruise mode.

[0086] Figure 1 A schematic diagram of a logistics drone 100 according to an embodiment of the present disclosure is shown. The logistics drone may also be simply referred to as a drone herein. The drone 100 mainly includes a fuselage 110, two front wings 120, two rear wings 130, two strut assemblies 140, and a plurality of propellers 152 and 154. The two front wings 120 extend to both sides at the front portion 111 of the fuselage 110, and the two rear wings 130 extend to both sides at the rear portion 112 of the fuselage 110. The front wings 120 and rear wings 130 provide lift for the drone 100. The front portion 111 and rear portion 112 are described in detail below. The two strut assemblies 140 are arranged on the outer sides of the respective front wings 120 and rear wings 130, and provide mounting bases for the propellers 152 and 154.

[0087] The strut assembly 140 includes a front section 142, a middle section 144, and a rear section 146. The front section 142 is located in front of the middle section 144, and the rear section 146 is located behind the middle section 144. The middle section 144 is situated between the front section 142 and the rear section 146. The front end of the front section 142 and the rear end of the rear section 146 provide mounting bases for the front propeller 152 and the rear propeller 154, respectively. The front propeller 152 and the rear propeller 154 include blades and a motor 158. The blades are rotatably mounted to and driven by the motor 158. Figure 13 and Figure 14 As shown.

[0088] Although Figure 1 The diagram shows a front propeller 152 mounted above the front section 142 and a rear propeller 154 mounted below the rear section 146, but this disclosure is not limited thereto. For example, the front propeller 152 may be mounted above the front section 142, and the rear propeller 154 may be mounted above the rear section 146. Alternatively, the front propeller 152 may be mounted below the front section 142, and the rear propeller 154 may be mounted below the rear section 146. Alternatively, the front propeller 152 may be mounted below the front section 142, and the rear propeller 154 may be mounted above the rear section 146. Furthermore, although Figure 1 The illustration shows only one propeller mounted to the corresponding mounting base, but this disclosure is not limited to this. Multiple propellers may also be mounted to the same corresponding mounting base, for example, two propellers may be mounted above and below the front section respectively.

[0089] like Figure 1 As shown, the front wing 120 and rear wing 130 are detachably mounted to the fuselage 110. Simultaneously, the strut assembly 140 is detachably mounted to the front wing 120 and rear wing 130. This disclosure is not intended to limit the detachable mounting methods between the wings and the fuselage, or between the strut assembly and the wings. The fuselage 110 after removing the front wing 120, rear wing 130, and strut assembly 140 is as follows: Figure 7 and Figure 8As shown. Because of the detachable connections between the front wing 120, rear wing 130, strut assembly 140, and fuselage 110, the drone 100 does not require excessive space during transport, which is beneficial for bulk transport of the drone 100 itself. For example, in the case of needing to relocate a large number of drones from location A to location B, the front wing 120 and rear wing 130 can be first disassembled from the fuselage at location A, then the strut assembly 140 can be disassembled from the wing, and then the disassembled drone 100 components can be packaged and transported. This configuration significantly increases the number of drones 100 that can be transported. After the drone 100 is transported to location B, the drone 100 components can be easily assembled. The front wing 120 and rear wing 130 can be first assembled into the fuselage 110, and then the strut assembly 140 can be assembled into the wing.

[0090] The strut assemblies 140 are respectively connected to the outer ends of the corresponding front wing 120 and rear wing 130. The term "corresponding" refers to the left strut assembly being connected to the left front and rear wings, and the right strut assembly being connected to the right front and rear wings. Specifically, the middle section 144 of the strut assembly 140 is connected to the corresponding front and rear wings 120. By connecting the strut assembly 140 to the front and rear wings 130, the structural stability of the UAV 100 is enhanced. Figure 2 and Figure 3 As shown, the front section 142, the middle section 144, and the front wing 120 of the strut assembly 140 intersect at a first point P1, and the rear section 146, the middle section 144, and the rear wing 130 of the strut assembly 140 intersect at a second point P2. The middle sections 144 of the two strut assemblies 140, the two front wings 120, and the two rear wings 130 form a pentagon, specifically, as shown... Figure 2 As shown, starting from point P1 and proceeding counterclockwise, the right front wing 120 forms the first side of the pentagon, the left front wing 120 forms the second side, the middle section 144 of the left strut assembly 140 forms the third side, the left and right rear wings 130 together form the fourth side (the left and right rear wings 130 are collinear), and the middle section 144 of the right strut assembly 140 forms the fifth side. It should be understood that the pentagons are not limited to being in the same plane; they can also be spatial pentagons.

[0091] Preferably, the front section 142 of the strut assembly 140 can be tilted upwards relative to the middle section 144 in the forward direction, so that the front propeller 152 mounted on the front section 142 is positioned higher to avoid interference between the front propeller 152 and the fuselage 110, while also avoiding excessive nose-up tilt to ensure that the front propeller 152 does not touch the ground. Furthermore, two front wings 120 can extend outwards and rearwards from the fuselage 110. This allows the front wings 120 to form a swept-back configuration, thereby improving the pitch stability of the UAV 100. Optionally, as... Figure 2 As shown, the angle between the longitudinal axis of the forewing 120 and the fuselage 110 can be between 50° and 70°.

[0092] Specifically, the lower surface of the rear section 146 of the support assembly 140 can extend in the same straight line as the lower surface of the middle section 144 of the support assembly 140. Furthermore, the upper surface of the rear section 146 of the support assembly 140 can be tilted rearward and downward relative to the upper surface of the middle section 144 of the support assembly 140. Optionally, the angle between the front section 142 and / or the rear section 146 (e.g., the upper surface of the rear section 146) of the support assembly 140 and the middle section 144 can be between 20° and 40°. The larger the angle, the greater the height difference between the front end of the front section 142 and the rear end of the rear section 146 of the support assembly 140, resulting in a greater height difference between the front propeller 152 and the rear propeller 154. Therefore, by designing a suitable angle, the UAV 100 can have better flight performance. According to the above configuration, the front propeller 152 and the rear propeller 154 can be out of plane, thereby increasing the maneuverability of the UAV 100 to a certain extent.

[0093] like Figure 1As shown, the rear wing 130 is positioned higher than the front wing 120. This height difference between the rear wing 130 and the front wing 120 facilitates an increase in the volume of the cargo hold 160. Simultaneously, the rear wing 130's higher position compared to the front wing 120 gives the UAV 100 better aerodynamic characteristics. To facilitate this higher position of the rear wing 130 compared to the front wing 120, the middle section 144 of the strut assembly 140 can be tilted forward and downward relative to the longitudinal direction of the fuselage 110. This results in the front wing 120, connected to the front end of the middle section 144, being positioned lower than the rear wing 130, connected to the rear end of the middle section 144. Optionally, the angle between the middle section 144 of the strut assembly 140 and the plane containing the front wing 120 and / or the rear wing 130 can be between 20° and 40°. The larger the included angle, the greater the height difference between the front and rear sections of the middle section 144 of the strut assembly 140, resulting in a greater height difference between the front wing 120 and the rear wing 130. Therefore, a suitable included angle can be designed so that the UAV 100 has good flight performance while accommodating a large cargo hold 160.

[0094] Preferably, such as Figure 6 As shown, the lower surface 124 of the front wing 120 can be curved. Although not shown in the figure, the lower surface of the rear wing 130 can also be curved. The large airfoil camber of the lower surfaces of the front wing 120 and the rear wing 130 ensures that the UAV 100 can still obtain greater lift even in low-speed flight, thereby improving the safety and payload capacity of the UAV 100.

[0095] Preferably, such as Figure 2 As shown, the UAV 100 can be designed such that the distance between the front wing 120 and the center of gravity C of the UAV 100 is greater than the distance between the rear wing 130 and the center of gravity C of the UAV 100. Because the distance between the front wing 120 and the center of gravity C of the UAV 100 is larger, the forward control surface 122 of the front wing 120 can provide greater pitch torque to the UAV 100, making the front wing 120 primarily used to control the pitch attitude of the UAV 100. Conversely, because the distance between the rear wing 130 and the center of gravity C of the UAV 100 is smaller, the rear wing 130 provides less pitch torque to the UAV 100, making the rear wing 130 primarily used to control the roll attitude of the UAV 100.

[0096] Preferably, the surface area of ​​the front wing 120 can be smaller than that of the rear wing 130. Because the surface area of ​​the front wing 120 is relatively small, the front wing 120 can have a relatively large wing loading, which allows the front control surface 122 of the front wing 120 to better control the pitch attitude of the UAV 100, thereby improving the pitch stability of the UAV 100.

[0097] In addition, the drone 100 also includes a vertical tail 170, which extends vertically upward from the tail of the fuselage 110. The vertical tail 170 can provide yaw torque to the drone 100 to control its yaw motion. Preferably, the drone 100 may also include a data antenna embedded within the vertical tail 170. Because the data antenna is not exposed on the outside of the drone 100 but is embedded within the vertical tail 170, the drag caused by the data antenna can be reduced, thereby improving the flight performance of the drone 100.

[0098] The front wing 120, rear wing 130 and vertical tail 170 of the UAV 100 are used to control the pitch, roll and yaw motion of the UAV 100, respectively. According to the embodiments of this disclosure, this arrangement of the UAV 100 increases the flight stability of the UAV 100 and increases the space that the cargo hold can occupy, thereby improving the carrying capacity of the UAV 100.

[0099] like Figure 4 and Figure 5 As shown, the UAV 100 can operate in cruise mode and takeoff and landing mode. In cruise mode, the longitudinal axis of the fuselage 110 is parallel to the ground. In takeoff and landing mode, the nose is slightly raised compared to cruise mode (for example, the angle between the longitudinal axis of the fuselage 110 and the ground is approximately 10°), in which case the cargo hold 160 is convenient for loading and unloading along the slope.

[0100] The following describes the layout of the various compartments of the UAV 100. Specifically, the UAV 100 may include a cargo compartment 160, a flight control compartment 161, and a parachute compartment 162, as follows: Figure 5 As shown. Figure 7 As shown, the flight control cabin 161 and parachute compartment 162 according to this disclosure can be installed on the fuselage 110. Figure 7 The dashed lines in the diagram represent the outline of the parts that are obscured from this viewpoint.

[0101] According to this disclosure, the cargo hold 160 can be installed to the fuselage 110; in particular, the cargo hold 160 is detachably installed to the fuselage, thereby facilitating loading and unloading. Figure 5 The image shows the cargo hold 160 installed on the fuselage 110. Figure 7 The image shows the cargo hold 160 removed from the fuselage 110.

[0102] The forward part 111 of the fuselage 110 refers to the portion located in front of the cargo hold 160 when the cargo hold 160 is installed to the fuselage, and the rear part 112 of the fuselage 110 refers to the portion located above the cargo hold 160 when the cargo hold 160 is installed to the fuselage. Figure 4 and Figure 5 As shown.

[0103] like Figure 7 As shown, the flight control cabin 161 is located on the upper part of the fuselage 110 and extends from the front 111 to the rear 112 of the fuselage 110, such that a portion of the flight control cabin 161 is positioned above the cargo hold 160. The flight control cabin 161 can accommodate a battery (not shown) and flight control components (not shown) for controlling the flight of the logistics drone 100. In particular, the flight control components are housed in the portion of the flight control cabin 161 located at the front 111, i.e., the flight control components are positioned in front of the cargo hold 160, and the battery is housed in the portion of the flight control cabin 161 located at the rear 112, i.e., the battery is positioned above the cargo hold 160.

[0104] Since flight control components typically include electronic components such as circuit boards, which are much smaller in mass than batteries, placing the flight control components at the front 111 and the batteries above the cargo bay 160 helps keep the center of gravity C of the UAV 100 between the front wing 120 and the rear wing 130, preventing the nose from being too heavy.

[0105] The flight control bay 161 may include a flight control bay cover 163, which may be quick-opening and closing, or pivotable, thereby facilitating easy opening of the flight control bay 161 for maintenance. Furthermore, the battery may be removable, and in conjunction with the openable flight control bay cover, battery swapping can be achieved, facilitating rapid recharging of the UAV 100.

[0106] Parachute compartment 162 may also be located at the front 111, particularly below the flight control compartment 161. The compartment can house a parachute to protect the drone from crashing and / or hitting people or objects below in the event of a malfunction or crash. For example, the compartment 162 may also have a canopy (not shown) that can be opened to allow the parachute to deploy in the event of a drone malfunction or crash, such as when the flight control components are activated.

[0107] According to the UAV disclosed herein, the fuselage 11 is configured with a small thickness at its rear 112 to leave more space for the cargo compartment below the rear 112. The flight control cabin 161 is located on the upper part of the fuselage 110 and is also located on the front 111 and the rear 112. This makes full use of the space inside the fuselage so that the flight control components and batteries can be accommodated while reducing the size of the fuselage. This makes the cabin layout of the UAV compact and reasonable, and increases the volume of the cargo compartment.

[0108] Therefore, the longitudinal extension of the cargo hold can account for 50% to 80% of the longitudinal extension of the fuselage, for example, Figure 4 and Figure 5 The figure is approximately 60% as shown, in order to have a larger capacity.

[0109] Specifically, the cargo hold 160 and the fuselage 110 can be connected longitudinally via a snap-fit ​​device, such as... Figure 9 and Figure 8 As shown, a latching cavity 182 may be provided on the rear side of the front part 111 of the fuselage 110, and a latch 181 may be provided on the front side of the cargo hold 160 to cooperate with the latching cavity 182, thereby realizing a detachable engagement between the front part 111 of the fuselage 110 and the cargo hold 160 in the longitudinal direction. This disclosure does not limit the detachable engagement method between the front part 111 of the fuselage 110 and the cargo hold 160, and other known detachable engagement methods in the art are also applicable.

[0110] Furthermore, the bottom of cargo hold 160 may also be equipped with casters, such as... Figure 9 As shown, when the mounting connection between the cargo compartment 160 and the fuselage 110 is released, the cargo compartment can slide along the second leg when the logistics drone 100 is parked. This is especially true when the longitudinal axis of the drone 100 is at an angle to the horizontal, such as... Figure 5 As shown, this facilitates the disassembly of cargo hold 160.

[0111] Furthermore, the drone 100 according to this disclosure also includes landing gear 190, which may include two first legs 191 extending from the front portion 111 of the fuselage 110, such as... Figure 1 and Figure 7 As shown, the two first legs 191 are opposite each other. The drone 100 may also include two second legs 192, which may extend from the front portion 111 or from the first legs 191. The two second legs 192 may be opposite each other and parallel, with the first legs 191 transverse to the second legs 192, and the second legs 192 parallel to the longitudinal axis of the drone 100. Figure 5 As shown, the first leg 191 and the second leg 192 are configured to support the drone 100 in a parked state, and the second leg 192 can be used to support the weight of the cargo hold 160.

[0112] like Figure 5 As shown, the first leg 191 and the second leg 192 of the landing gear 190 support the drone 100 such that when the logistics drone 100 is parked, its longitudinal axis forms an angle with the horizontal, which is within the range of 8-12 degrees. For example, Figure 5 The angle shown is 10 degrees. This angle is beneficial for the assembly and disassembly of the cargo compartment 160, as well as for the takeoff and landing of the UAV 100, because the angle between the rotor's rotation plane and the horizontal plane is reduced in this attitude, which increases the vertical dynamic component.

[0113] The landing gear 190 may also include a third leg 193, which can connect to the two second legs. In particular, the third leg 193 can be parallel to the lateral direction of the UAV, such as... Figure 7 and Figure 8As shown. The third leg 193 increases the strength of the landing gear 190. The third leg 193 also serves as a support, and the cargo hold 160 can be supported by the third leg 193 when it is installed to the fuselage.

[0114] like Figure 4 As shown, when the UAV 100 is in cruise mode, the second leg 192 and the third leg 193 of the landing gear 190 are parallel to the horizontal plane. In this case, they support the cargo compartment 160 so that the bottom surface of the cargo compartment 160 is also parallel to the horizontal plane, which helps to maintain the attitude of the cargo in the cargo compartment 160 and improves flight stability during transportation.

[0115] The landing gear may also include two connecting rods 194, which connect the rear part 112 of the fuselage 110 to the second leg 192, and the cargo hold 160 is laterally positioned between the two connecting rods 194 to protect the cargo hold 160, prevent it from swaying laterally during transport, and prevent it from detaching from the fuselage 110. In particular, as Figure 8 As shown, the two connecting rods 194 are parallel to each other and perpendicular to the first leg 191 and the third leg 193. The connecting rods 194 are aligned with the third leg 193 in the longitudinal direction, which can further increase the strength of the landing gear.

[0116] Furthermore, a heat dissipation duct 171 can be provided on the fuselage 110. The heat dissipation duct 171 runs through the fuselage 110 and flows through the flight control cabin 161, especially through the flight control components and batteries in the flight control cabin 161, in order to dissipate heat from the flight control components and batteries.

[0117] The air inlet 172 at one end of the heat dissipation duct 171 can be located on the flight control cabin 161 and face the front of the logistics drone 100. Thus, in cruise mode, as the drone moves, airflow naturally flows in along the air inlet 172. Specifically, as... Figure 7 As shown, the air duct inlet 172 can be installed on the flight control cabin cover 163. Figure 15 A portion of the heat dissipation duct 171 on the flight control cabin cover 163 is shown. Furthermore, the duct inlet 172 may also be provided with a waterproof and breathable device (not shown), thereby preventing moisture from entering the flight control cabin 161 in rainy or other humid environments and affecting the normal operation of the flight control components and batteries.

[0118] The air outlet 173 at the other end of the heat dissipation duct 171 can be located at the rear 112 of the chassis 110, such as... Figure 8As shown, this ensures that the heat dissipation duct 171 passes through the battery, completing the heat dissipation of the battery. The duct outlet 173 can open downwards towards the logistics drone 100, thereby preventing moisture from entering the flight control compartment 161 in rainy or other humid environments, affecting the normal operation of the flight control components and the battery. In particular, a waterproof and breathable device (not shown) can also be provided at the duct outlet 173 for further waterproofing.

[0119] In addition, a fan can be installed at the air duct outlet 173 to actively draw airflow into the heat dissipation air duct 171, thereby increasing the heat dissipation effect, especially in non-cruising mode.

[0120] Furthermore, different applications may require different flight speeds and payload capacities. For example, city centers require lower speeds to ensure safety; suburban areas may require higher speeds; transporting fragile and / or valuable items requires lower speeds; transporting soft and / or chilled items requires higher speeds; heavier loads require greater payload capacity; and lighter loads require less load capacity. These application scenarios may overlap. Therefore, it is necessary to adjust the relationship between the drone's flight speed and payload capacity for different applications, that is, to achieve the most suitable combination of flight speed and payload capacity with the same motor output power.

[0121] This adjustment can be achieved by adjusting the plane of rotation of the propeller, particularly through a mechanical structure.

[0122] Furthermore, the angle between the lower surface of the intermediate section 144 and the longitudinal axis of the drone 100 is designed to be between 25° and 35°. More specifically, for example, the angle between the intermediate section 144 and the longitudinal axis of the drone 100 can be designed to be 30°. Figure 4 As shown, the 30° angle between the intermediate section 144 and the longitudinal axis of the UAV 100 means that when the UAV 100 is flying in cruise mode, the intermediate section 144 forms an angle of approximately 30° with the ground. With the rotation planes (also called propeller planes) of the front propeller 152 and the rear propeller 154 parallel to the extension direction of the intermediate section 144, the angle between these planes and the ground is approximately 30°, resulting in the direction of the power supplied by the propellers to the UAV 100 forming an angle of approximately 60° with the ground. The direction of this power determines the flight speed and payload capacity, which depend on the component of the power parallel to the longitudinal direction of the UAV 100 and its components perpendicular to the longitudinal and lateral directions of the UAV 100, respectively.

[0123] The smaller the angle between the plane of rotation of propeller 140 and the longitudinal direction of drone 100, the greater the component of the power generated by the rotation of propeller 140 in the directions perpendicular to the longitudinal and lateral directions of drone 100 (i.e., vertically upward in cruise mode), thus providing a greater payload capacity. The larger the angle between the plane of rotation of propeller 140 and the longitudinal direction of drone 100, the greater the component of the power generated by the rotation of propeller 140 in the direction parallel to the longitudinal direction of drone 100, thus providing a greater flight speed.

[0124] According to this disclosure, the planes of rotation of the front propeller 152 and the rear propeller 154 are adjustable relative to the fuselage 110, thereby allowing the angle between the planes of rotation of the propellers and the horizontal plane in cruise mode to be adjusted as needed.

[0125] Preferably, the front propeller 152 mounted to the front section 142 of the support assembly 140 and the rear propeller 154 mounted to the rear section 146 of the support assembly 140 may not be in the same plane, thereby improving the maneuverability of the UAV 100. Furthermore, the planes of rotation of the front propeller 152 and the rear propeller 154 may be parallel to each other, such as... Figure 15 As shown, the propellers 152 at the front and 154 at the rear provide power in the same direction, which helps to increase the maneuverability of the UAV 100.

[0126] Specifically, the front propeller 152 and the rear propeller 154 can be mounted to the front section 142 and the rear section 146 respectively via propeller mounting components. The propeller mounting components may include a first mounting component 21 (e.g., Figure 10 (as shown) and second mounting component 22 (as shown) Figure 11 and Figure 12 As shown, the first mounting member 21 can be fixed to the front propeller 152 and the rear propeller 154, and in particular to the motor 158 of the front propeller 152 and the rear propeller 154. The second mounting member 22 can be fixed to the support rod assembly 140.

[0127] Specifically, such as Figure 10 As shown, the first mounting component 21 may have a first section 211 and two second sections 212, for example, the first section 211 is perpendicular to the two second sections 212, and the two second sections 212 are parallel to each other and opposite to each other. The first section 211 is used for fixed mounting to the front propeller 152 and the rear propeller 154, such as... Figure 13 and Figure 14 As shown. Two spaced-apart second segments 212 are used to mate with a third segment 213 on the second mounting member 22. Figure 13 and Figure 14 As shown, the front propeller 152 and the rear propeller 154 can use the same first mounting piece 21.

[0128] Figure 11 and Figure 12 Second mounting brackets 22 for mounting the front propeller 152 and the rear propeller 154 are shown respectively. Figure 11 and 12 It is understood that the second mounting member 22 may include a sleeve portion 221 and a third section 222. The sleeve portion 221 is used to sleeve and fix to the end of the support rod assembly 140, while the third section 222 is used to clamp between the two second sections 212 of the first mounting member 21 to achieve the fixation of the first mounting member 21 and the second mounting member 22. The above function can also be achieved by providing two third sections 222 to clamp one second section 212.

[0129] Figure 11 The second mounting piece 22 is shown, which is installed on the front section 142. Figure 12 The second mounting member 22, mounted on the rear section 146, is shown. The difference lies in the angle between the sleeve portion 221 and the third section 222. The second mounting member 22 mounted on the front section 142 is bent, meaning the sleeve portion 221 and the third section 222 form an angle of less than 180 degrees. The second mounting member 22 mounted on the rear section 146 is straight, meaning the sleeve portion 221 and the third section 222 extend and align along the same straight line. This arrangement is due to the angle between the front section 142 and the rear section 146, as described above. To allow the front propeller 152 and the rear propeller 154 to be arranged parallel, as... Figure 15 As shown, the extension direction of the third segment 222 of the second mounting member 22 mounted on the front section 142 is parallel to the extension direction of the third segment 222 of the second mounting member 22 mounted on the rear section 146. This extension direction refers to the direction in which the third segment 222 protrudes beyond the segment adjacent to it.

[0130] The relative angle between the first mounting member 21 and the second mounting member 22 is adjustable, allowing the rotation planes of the front propeller 152 and the rear propeller 154 to have different angles with the support assembly 140. This allows the selection of the required angle according to different operating conditions to obtain the desired load capacity and travel speed.

[0131] For example, such as Figure 10 As shown, a first central hole 232 and a plurality of first holes 232 spaced apart from the first central hole 232 may be provided on, for example, the second segment 212 of the first mounting member 21. Figure 11 and Figure 12As shown, the second mounting member 22 may have a second central hole 242 and a plurality of second holes 241 spaced apart from the second central hole 242 on its third segment 222. The first mounting member 21 and the second mounting member 22 may be mounted such that at least one first hole 231 is aligned with one of the second holes 241. Each pair of aligned first holes 231 and second holes 241 corresponds to a specific relative position between the first mounting member 21 and the second mounting member 22. Therefore, the relative angle between the first mounting member 21 and the second mounting member 22 can be adjusted by changing the aligned first holes 231 and second holes.

[0132] Specifically, when a first hole 231 and a second hole 241 are aligned, at least a portion of the remaining first holes 231 and at least a portion of the remaining second holes 241 are not aligned. That is, all the first holes 231 cannot be aligned with all the second holes 241 simultaneously, and there will always be one or more pairs of mutually staggered first holes 231 and second holes 241. When converting a pair of originally mutually staggered first holes 231 and second holes 241 into mutually aligned ones, the relative positions between a first mounting member 21 and a second mounting member 22 are switched.

[0133] In particular, converting a pair of originally staggered first holes 231 and second holes 241 into mutually aligned ones can be achieved simply by rotation. For example, as Figure 10 and Figure 11 As shown, the first hole 231 can be uniformly arranged around the first central hole 232 in the circumferential direction, while the second hole 241 can be non-uniformly arranged around the second central hole 242 in the circumferential direction. Alternatively, the first hole 231 can be non-uniformly arranged around the first central hole 232 in the circumferential direction, while the second hole 241 can be uniformly arranged around the second central hole 242 in the circumferential direction.

[0134] For example, such as Figure 10As shown, every two adjacent first holes 231 are spaced 30 degrees apart by a central angle in the circumferential direction, while two adjacent second holes 241 can be spaced 30 degrees, 29 degrees, 28 degrees, 27 degrees, 26 degrees, and 25 degrees apart by a central angle in the circumferential direction, respectively. For example, first hole 231 and second hole 241 correspond to each other, first hole 231 and second hole 241 correspond to each other, first hole 231 and second hole 241 correspond to each other, first hole 231 and second hole 241 correspond to each other, and so on. Second holes 241 and 241 are spaced 30 degrees apart by a central angle, second holes 241 and 341 are spaced 29 degrees apart by a central angle, second holes 241 and 441 are spaced 30 degrees apart by a central angle, and so on. With the alignment of the first hole 231 and the second hole 241 as a reference, when switching to the alignment of the first hole 231 and the second hole 241, the first mounting part 21 and the second mounting part 22 are adjusted relative to each other by 1 degree; when switching to the alignment of the first hole 231 and the second hole 241, the first mounting part 21 and the second mounting part 22 are adjusted relative to each other by 2 degrees, and so on.

[0135] In this way, the originally very small adjustment increment, such as 1 degree, is achieved by aligning different first holes 231 and second holes 241, which greatly increases the interval between adjacent first holes and adjacent second holes, such as about 30 degrees, without having to manufacture multiple holes spaced 1 degree apart (which is even impossible to manufacture). This greatly reduces the difficulty of manufacturing and adjusting the angle during use.

[0136] Furthermore, such as Figure 13 and Figure 14 As shown, the first center hole 232 and the second center hole 242 are aligned and passed through by the first fastener (not shown), and the first hole 231 and the second hole 241 are aligned and passed through by the second fastener (not shown) to achieve fixation between the first mounting member 21 and the second mounting member 22. Thus, by using the first fastener at the center as a pivot, when adjusting the angle, it is only necessary to rotate the first mounting member 21 and the second mounting member 22 first.

[0137] Furthermore, such as Figure 10 and Figure 11As shown, the hole arrangement of the first mounting member 21 and the hole arrangement of the second mounting member 22 can also be centrally symmetrical, that is, each first hole 231 has a corresponding first hole 231, and the two corresponding first holes 231 are symmetrical with respect to the first central hole 232. Similarly, each second hole 241 has a corresponding second hole 241, and the two corresponding second holes 241 are centrally symmetrical with respect to the second central hole 242. Thus, at each specific angle, the two pairs of first holes 231 and second holes 241 are aligned and passed through by the second fastener, and these two pairs of first holes 231 and second holes 241 are centrally symmetrical about the first central hole 232. This distributes the load of the fastener, greatly enhances the fixing strength, and prevents the first mounting member and the second mounting member from falling off and separating relative to each other.

[0138] For example, the angle between the rotation plane of the front propeller 152 installed on the front section 142 and the front section 142 can be adjusted within the range of 0-5 degrees, and the angle between the rotation plane of the rear propeller 154 installed on the rear section 146 and the rear section 146 can be adjusted within the range of 0-5 degrees. The angle adjustment range can also be 0-3 degrees, 0-6 degrees, 0-8 degrees, 0-10 degrees, etc. Furthermore, the angle adjustment increments can be 0.5 degrees, 1 degree, 1.5 degrees, 2 degrees, etc.

[0139] Furthermore, for example, such as Figures 10 to 12 As shown, corresponding angle markings can also be provided on the first mounting component 21 and the second mounting component 22, so that the user knows which pair of first holes 231 and second holes 241 need to be aligned when adjusting the angle to the required angle.

[0140] In addition, such as Figure 13 and Figure 14 As shown, the second mounting member 22 may also be provided with a support portion 223 for supporting the control component 156. The support portion 223 may be in the form of multiple support legs extending from the sleeve portion 221 of the second mounting member 22. The multiple support legs may be connected to the control component 156, for example, by screws, to achieve a fixed installation. The control component 156 may be used, for example, to control the motor 158 of the front propeller 152 and the rear propeller 154. The motor 158 is fixedly mounted to the first section 211 of the first mounting member 21.

[0141] This document describes in detail several exemplary embodiments of the present disclosure with reference to preferred embodiments. However, those skilled in the art will understand that various modifications and alterations can be made to the above specific embodiments without departing from the concept of the present disclosure, and various technical features and structures proposed in the present disclosure can be combined without exceeding the protection scope of the present disclosure, the protection scope of the present disclosure being determined by the appended claims.

Claims

1. A logistics drone, characterized in that, include: body; Two forward wings extend to the sides of the front section of the fuselage; Two rear wings extend to the sides from the rear of the fuselage; Two strut assemblies are respectively connected to the outer ends of the corresponding front and rear wings; Multiple propellers are mounted to the support assembly; The strut assembly includes a front section, a middle section, and a rear section. The middle section is connected to the corresponding front and rear wings. The front section is located in front of the middle section, and the rear section is located behind the middle section. The plurality of propellers are respectively installed at the front end of the front section and the rear end of the rear section. The plurality of propellers are respectively installed on the upper side of the front end of the front section and the lower side of the rear end of the rear section, and the propellers installed on the front section and the propellers installed on the rear section are not on the same plane.

2. The logistics drone according to claim 1, characterized in that, The front section is inclined upward relative to the middle section in the forward direction.

3. The logistics drone according to claim 1, characterized in that, The two front wings, the two rear wings, and the middle section form a pentagon.

4. The logistics drone according to claim 3, characterized in that, The front section, the middle section, and the front wing intersect at a first point, and / or the rear section, the middle section, and the rear wing intersect at a second point.

5. The logistics drone according to claim 1, characterized in that, The lower surfaces of the front wing and / or the rear wing are curved.

6. The logistics drone according to claim 1, characterized in that, The distance between the front wing and the center of gravity of the logistics drone is greater than the distance between the rear wing and the center of gravity of the logistics drone.

7. The logistics drone according to claim 1, characterized in that, The surface area of ​​the front wing is smaller than that of the rear wing.

8. The logistics drone according to claim 1, characterized in that, It also includes a vertical tail fin that extends vertically upward from the tail of the fuselage.

9. The logistics drone according to claim 8, characterized in that, It also includes a data antenna, which is embedded within the vertical tail fin.

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