Aircraft and aircraft systems

Abstract

This invention provides an aircraft and an aircraft system. The aircraft includes a fuselage, a propeller guard, and a display component. The fuselage includes a nose section facing a first direction. The propeller guard is connected to the fuselage. The display component is located on a first side of the propeller guard, and both the first side and the display component are generally oriented towards the first direction. The aircraft proposed in this invention, with the display component located on the first side of the propeller guard, does not occupy space perpendicular to the first direction of the fuselage, which is beneficial for miniaturization of the entire aircraft. Because the display component and the first side are generally oriented towards the first direction, the user can easily view the information displayed on the display component simply by raising their arm, making operation convenient.

Description

Technical Field

[0001] This utility model relates to the field of aircraft technology, and in particular to aircraft and aircraft systems. Background Technology

[0002] Existing aircraft, such as palm-sized drones, have their displays located on the upper part of the fuselage. During takeoff, the palm-sized drone needs to be lowered to see the information displayed on the screen to determine if the parameters are set as desired. Then, the arm needs to be raised to lift the aircraft to the preset height before the takeoff function can be executed. The operation is not simple enough. Moreover, placing the display on the upper part of the fuselage increases the longitudinal dimensions of the drone, resulting in an excessively large longitudinal dimension, which is not conducive to the miniaturization of the entire aircraft. Utility Model Content

[0003] In view of this, the present invention proposes an aircraft and an aircraft system, which aims to achieve convenient operation and miniaturization.

[0004] In a first aspect, the aircraft proposed by this utility model includes: a fuselage, including a nose, the nose being disposed facing a first direction; a propeller guard connected to the fuselage; and a display component disposed on a first side of the propeller guard, the first side and the display component being disposed generally facing the first direction.

[0005] Secondly, the aircraft system proposed in this utility model includes the aforementioned aircraft, a mobile control terminal for communicating with the aircraft to control the aircraft, and / or includes the aforementioned aircraft, a detachable communication module electrically connected to the aircraft, and a remote controller for communicating with the communication module to control the aircraft.

[0006] In the above embodiments, the aircraft or aircraft system proposed by this utility model has its display component located on the first side of the propeller guard. This allows the display component to not occupy the space perpendicular to the first direction where the fuselage is located, which is beneficial for the miniaturization of the entire aircraft. At the same time, since the display component and the first side are generally oriented towards the first direction, the user can simply raise their arm to observe the information displayed on the display component, making operation convenient.

[0007] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and do not limit the disclosure of the embodiments of this utility model. Attached Figure Description

[0008] To more clearly illustrate the technical solutions of the embodiments of this utility model, the drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are some embodiments of this utility model. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0009] Figure 1 This is a three-dimensional structural schematic diagram of the aircraft proposed in some embodiments of this utility model;

[0010] Figure 2 This is a front view of the aircraft proposed in some embodiments of this utility model;

[0011] Figure 3 This is a schematic diagram of the structure of the aircraft proposed in some embodiments of this utility model;

[0012] Figure 4 This is a schematic diagram of the structure of the aircraft proposed in some embodiments of this utility model;

[0013] Figure 5 This is a schematic diagram of the structure of the aircraft proposed in some embodiments of this utility model;

[0014] Figure 6 This is a schematic diagram of the structure of the aircraft proposed in some embodiments of this utility model;

[0015] Figure 7 This is a schematic diagram of the structure of the aircraft proposed in some embodiments of this utility model;

[0016] Figure 8 This is a schematic diagram of the structure of the aircraft proposed in some embodiments of this utility model;

[0017] Figure 9 This is a top view of the aircraft proposed in some embodiments of this utility model;

[0018] Figure 10 This is a bottom view of the aircraft proposed in some embodiments of this utility model;

[0019] Figure 11 This is a three-dimensional structural schematic diagram of the aircraft proposed in some embodiments of this utility model;

[0020] Figure 12 This is a left view of the aircraft proposed in some embodiments of this utility model;

[0021] Figure 13 This is a right view of the aircraft proposed in some embodiments of this utility model;

[0022] Figure 14 This is a rear view of an aircraft proposed in some embodiments of this utility model;

[0023] Figure 15 This is a three-dimensional structural diagram of an aircraft system proposed in some embodiments of the present invention, wherein a communication module is connected to the fuselage;

[0024] Figure 16 This is a three-dimensional structural diagram of the aircraft system proposed in some embodiments of this utility model, in which a communication module is connected to the fuselage;

[0025] Figure 17 This is a three-dimensional structural diagram of an aircraft system proposed in some embodiments of the present invention, wherein the propeller guard includes a detachable part and a fixed part;

[0026] Figure 18 This is a schematic diagram of the structure of the display screen and virtual buttons proposed in some embodiments of this utility model;

[0027] Figure 19 This is a structural schematic diagram of an aircraft system proposed in some embodiments of this utility model.

[0028] Explanation of reference numerals in the attached figures:

[0029] 100. Aircraft;

[0030] 10. Fuselage; 11. Nose; 12. Mounting slot; 13. Protective protrusion; 14. Tail;

[0031] 20. Paddle protector; 201. First side surface; 202. Second side surface; 21. Fixed part; 22. Detachable part;

[0032] 30. Display component; 31. Display screen; 32. Virtual buttons;

[0033] 41. First camera;

[0034] 42. Second camera; 421. First wide-angle camera; 422. Second wide-angle camera;

[0035] 43. Distance sensor; 431. First distance sensor; 432. Second distance sensor;

[0036] 51. Processor;

[0037] 61. First button; 62. Second button; 63. Third button;

[0038] 70. Indicator lights;

[0039] 90. Propeller assembly;

[0040] 200. Aircraft Systems;

[0041] 80. Communication module; 81. Signal transmission device;

[0042] 300. Mobile control terminal;

[0043] 400. Remote control. Detailed Implementation

[0044] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, not all embodiments. Other embodiments obtained by those skilled in the art based on the embodiments of the present utility model without creative effort are all within the protection scope of the present utility model.

[0045] In this utility model, the terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Therefore, a feature defined with "first," "second," and "third" may explicitly or implicitly include one or more of the stated features.

[0046] Aircraft, such as handheld drones, are gaining increasing popularity and attention. For handheld drones, decoupling, miniaturization, and lightweight design are long-term development goals. Decoupling means that the aircraft does not require a remote control or mobile control terminal (such as a mobile phone or watch) to control it. Instead, users can control the aircraft's takeoff, landing, and flight mode simply by operating the onboard control buttons or using gestures.

[0047] Specifically, during the takeoff process of existing aircraft, users usually need to set the desired mode or parameters before controlling the aircraft to take off.

[0048] However, existing aircraft have their displays located on top of the fuselage. During takeoff, the aircraft must be lowered to see the information on the display and determine if the parameters are set as desired. Then, the control arm must be raised to the preset height before takeoff can be initiated, making the operation cumbersome. Furthermore, placing the display on the upper side of the fuselage in these technologies increases the longitudinal dimensions of the aircraft, resulting in an excessively large longitudinal size that hinders overall aircraft miniaturization.

[0049] Therefore, the aircraft 100 proposed in this application aims to achieve convenient operation and miniaturization.

[0050] The aircraft 100 of this utility model includes, but is not limited to, manned or unmanned aircraft, vehicles, ships, robots, etc.; the aircraft 100 may include multi-rotor aircraft, fixed-wing aircraft, aircraft 100 combining rotor and fixed wing, etc.; the aircraft 100 may include agricultural aircraft, logistics aircraft, aerial photography aircraft, etc.

[0051] Please see Figure 1 As shown, an aircraft 100 is proposed according to an embodiment of the present invention, including: fuselage 10, propeller guard 20 and display component 30.

[0052] like Figure 1 , Figure 9 , Figure 10 , Figure 12 , Figure 13 , Figure 15 , Figure 16 and Figure 17 As shown, the fuselage 10 includes a nose 11, which is oriented towards a first direction. It should be noted that the first direction can be any direction, and the user can define the specific direction of the first direction according to the actual situation. For example, when the aircraft 100 is in takeoff mode (e.g., preparing for takeoff), the first direction can be adjusted to face the direction of biometric features, making it easier for the user to observe.

[0053] Further, refer to Figure 1 , Figure 12 , Figure 13 , Figure 14 and Figure 15 As shown, the propeller guard 20 is connected to the fuselage 10. The propeller guard 20 protects the power components of the aircraft 100, such as the propeller assembly 90. The propeller guard 20 can also be used to mount the propeller assembly 90. It should be noted that the connection between the propeller guard 20 and the fuselage 10 does not include the location of the nose 11 of the fuselage 10. Thus, the location of the nose 11 can be used to mount other components, such as cameras or gimbals. It should be noted that propeller guard 20 is an abbreviation for propeller blade protection shield or a structure used to protect the propeller assembly 90. It is located on the outside or top and bottom sides of the propeller assembly 90, mainly for flight safety protection and impact buffering. In this application, the propeller guard 20 includes at least a part that can be fixedly connected to the fuselage 10 (i.e., as described below). Figure 17The fixed part 21 in the application, and the propeller guard 20 of this application needs to be continuously installed on the outside of the propeller assembly 90 when the aircraft 100 is in flight to protect the propeller assembly 90 and ensure that the propeller assembly 90 does not fly off or scratch the user. It should be noted that the length of the propeller guard 20 along the perpendicular direction (that is, the length of the first side 201 perpendicular to the first direction and the length of the first side 201 along the perpendicular direction) is less than or equal to the length of the fuselage 10 along the perpendicular direction. Preferably, the maximum length of the propeller guard 20 along the perpendicular direction is equal to the maximum length of the fuselage 10 along the perpendicular direction. It should be noted that the "nose 11 facing the first direction" mentioned in this application can be understood as the nose 11 being set in the first direction of the fuselage 10, and the side of the nose 11 away from the fuselage 10 being perpendicular to the first direction and the direction facing the side of the nose 11 away from the fuselage 10 being the same as the first direction. In some embodiments, for example, if the first direction is forward, the display component 30 is disposed on the front side of the propeller guard 20 of the aircraft 100 (the first side 201 of the propeller guard 20 is the front side of the propeller guard 20). Specifically, the display screen 31 of the display component 30 is disposed on the front side of the propeller guard 20 of the aircraft 100. It can be understood that since the display component 30 may include the display screen 31 and its electrically connected modules, etc., in some embodiments, the statement "the display component 30 is disposed on the first side 201 of the propeller guard 20, and the first side 201 and the display component 30 are disposed generally facing the first direction" can be understood as the display screen 31 being disposed on the first side 201 of the propeller guard 20, and the first side 201 and the display screen 31 being disposed generally facing the first direction.

[0054] Furthermore, such as Figure 1 and Figure 2 As shown, the display component 30 is disposed on the first side 201 of the propeller guard 20, and the first side 201 and the display component 30 are generally oriented towards the first direction. "Generally oriented towards the first direction" means that the display surface of the display component 30 may form an acute angle with the first direction, or the display surface may be perpendicular to the first direction, so that both the display component 30 and the nose 11 are accurately oriented towards the first direction; it can also be understood that the display surface of the display component 30 may be a curved surface, and thus the orientation of the curved surface may be partially perpendicular to the first direction and partially at an angle to the first direction. Regardless of the structure, the display component 30 of this application has a generally the same or identical orientation as the nose 11. It should be noted that the first side 201 can be understood as a portion of the side of the propeller guard 20 when the aircraft 100 is ready for takeoff, rather than the area of ​​the upper or lower surface of the propeller guard 20.

[0055] As can be seen from the above, the aircraft 100 proposed in this utility model has its display component 30 located on the first side 201 of the propeller guard 20. This allows the display component 30 to not occupy the space perpendicular to the first direction where the fuselage 10 is located, meaning it does not need to occupy the space above the fuselage 10. The fuselage 10 will not increase the required placement space due to the arrangement of the display component 30, thus facilitating the miniaturization of the entire aircraft design. Furthermore, since the display component 30 and the first side 201 are generally oriented towards the first direction, the user can easily observe the information displayed on the display component 30 simply by raising their arm, making operation convenient.

[0056] For example, in some usage scenarios, before the user controls the aircraft 100 to take off, the aircraft 100 needs to recognize the user's biometrics before it can take off. In this case, the first direction is the direction that facilitates the user's observation of the display screen 31 and the aircraft 100's recognition of the user's biometrics. At this time, when the user raises their arm, they are facing the nose 11 of the aircraft 100 and the display component 30. Therefore, during the aircraft 100's takeoff preparation or takeoff process, the information displayed on the display component 30 can be observed in real time to ensure it meets the expected settings and facilitates the aircraft 100's recognition of the user's biometrics. More specifically, for example, by observing the information displayed on the display screen 31 of the display component 30, it can be determined whether the aircraft 100's flight mode, flight parameters, and other settings meet the expected settings. Once the expected settings are met, the aircraft 100 can easily recognize the user's biometrics to successfully take off, thereby achieving the expected takeoff result and reducing the probability of invalid flights.

[0057] It is understood that the aircraft 100 of this application can view the flight settings of the aircraft 100 in a timely manner through the display component 30 located on the first side 201 during takeoff, so as to make timely modifications and takeoff when the settings do not meet the expectations; and facilitate takeoff when the settings meet the expectations; at the same time, the overall layout of the aircraft 100 of this application is more reasonable, without occupying the space above or below the fuselage 10, and the arrangement of all components of the aircraft is more compact.

[0058] In some embodiments of this application, the user can choose to adjust the first direction to a direction that is easy to observe, thereby enabling the user to observe the displayed information in real time through the display component 30 during the takeoff of the aircraft 100, and thus determine whether the settings of the aircraft 100 meet the expected settings. Specifically, as shown... Figure 1As shown, the first direction is the direction in which the aircraft 100 faces the user's biometrics when the aircraft 100 is in the takeoff state (when the user is controlling the aircraft 100 to take off or preparing for takeoff). For example, it is the direction in which the user can easily observe, that is, the direction in which the user's biometrics are located. In other words, the nose 11 and the display component 30 face the user so that they can easily observe and identify the biometrics, thereby making it convenient for the user to observe the information displayed on the display component 30 in real time when controlling the aircraft 100 to take off or preparing for takeoff.

[0059] In some other embodiments of this application, the first direction is the direction of travel of the aircraft 100 during cruise flight. During cruise flight, the aircraft 100 flies continuously at a certain attitude, speed, and altitude. Therefore, the first direction in which the nose 11 faces is relatively fixed, which is beneficial for the aircraft 100 to perform its flight mission. Alternatively, in other embodiments of this application, the first direction is the direction of the roll axis of the aircraft 100. When the nose 11 faces the direction of the roll axis, it helps maintain the balance of the center of gravity of the entire fuselage 10. It can be understood that the direction of travel of the aircraft 100 during cruise flight and the direction of the roll axis of the aircraft 100 can be the same direction.

[0060] In some embodiments of this application, combined with Figure 1 , Figure 2 and Figure 18 As shown, the display component 30 includes a display screen 31, which displays the flight mode of the aircraft 100, the flight parameters of the aircraft 100, and / or the image transmission information from the first camera 41 of the aircraft 100, so that the user can observe whether the information displayed on the display screen 31 meets expectations. It should be noted that, in this embodiment, the flight mode of the aircraft 100, the flight parameters of the aircraft 100, and / or the image transmission information from the first camera 41 of the aircraft 100 displayed by the display component 30 include the specific settings before the user changes these information, as well as the specific settings after the user changes these information. In some embodiments, when the aircraft 100 is not in flight, the display component 30 can also be used to preview image information in real time, such as selfie preview or customized personalized content; when the aircraft 100 is in flight, the display screen 31 is in an off state to reduce power consumption.

[0061] In some embodiments, the display screen 31 is disposed on the first side 201 of the propeller guard 20 along the extension direction of the yaw axis of the aircraft 100. In this case, the display screen 31 can cover the first side 201 of the propeller guard 20 as much as possible, thereby facilitating the observation of information from a direction perpendicular to or substantially perpendicular to the first side 201 (e.g., a direction facing the first direction). For example, when the aircraft 100 is in a takeoff-ready state, both the nose 11 and the display screen 31 are oriented towards biometrics, so that the aircraft 100 can take off after recognizing biometrics.

[0062] In some embodiments of this application, such as Figure 1 and Figure 2 As shown, the first side 201 is located near the connection point between the propeller guard 20 and the fuselage 10, that is, the display component 30 is positioned near the connection point between the propeller guard 20 and the fuselage 10. It can be understood that since the first side and the display component 30 generally face the first direction, the first side 201 can be, for example... Figure 2 The position pointed to by A in the middle or Figure 2 The position pointed to by the first side 201 is such that, in order to balance the weight of the aircraft 100, the stiffness of the rotor guard 20, and the protective performance of the rotor assembly 90, the closer the rotor guard 20 is to the aforementioned connection point, the longer its length along the perpendicular direction. This ensures connection stiffness, rotor guard 20 weight, and protection of the rotor assembly 90. In this embodiment, the first side 201 is close to the connection point between the rotor guard 20 and the fuselage 10, allowing the display component 30 to utilize the longitudinal dimension of the rotor guard 20 as much as possible. This allows the display component 30 to be made larger, making it easier for the user to observe the information displayed on it.

[0063] In some embodiments, the display assembly 30 also includes power lines and other related components for display and communication. The power lines and these related components are all located inside the propeller guard 20, with only the display screen 31 displayed on the first side 201 of the propeller guard 20. This improves the aesthetics and integrity of the aircraft 100's appearance and effectively protects the internal power lines and related components for display and communication.

[0064] In some embodiments of this application, the housing 10 is equipped with a power source to provide the necessary power to various electrical components, enabling each component to function properly. When the power source needs charging, it can be connected to an external power source via a charging interface provided on the housing 10.

[0065] In some embodiments of this application, such as Figure 1 and Figure 2 As shown, since the display component 30 is located near the connection between the first side 201 and the fuselage 10, it is easy for the display component 30 to be electrically connected to the power supply in the fuselage 10, and it is also easy for the various components in the aircraft 100 to communicate and control each other, and it also makes the overall layout of the aircraft 100 more compact.

[0066] In some embodiments of this application, such as Figure 1 , Figure 2 , Figure 9 , Figure 10 , Figure 11 , Figure 12 , Figure 13 , Figure 15 and Figure 17As shown, the aircraft 100 also includes a first camera 41, which is mounted on the nose 11 or, via a gimbal, on the nose 11. Both the first camera 41 and the display component 30 are oriented towards a first direction. The first camera 41 of this application can photograph, capture, or identify scenes or organisms in the field of view, enabling the aircraft 100 to acquire information. In some specific embodiments, the first camera 41 can also be reused as an obstacle avoidance component. In some embodiments, the gimbal is a single-axis gimbal; in other embodiments, the gimbal can be a dual-axis gimbal or a three-axis gimbal, and this application does not limit this.

[0067] In some embodiments of this application, such as Figure 3 As shown, the aircraft 100 also includes a processor 51, which is electrically connected to both the first camera 41 and the display component 30 to display the image transmission information from the first camera 41 on the display screen 31 of the display component 30. The image transmission information includes the biometric identification results and / or the image transmission images of the biometrics. Preferably, when the aircraft 100 is not in flight, the image transmission information from the first camera 41 includes the biometric identification results and / or the image transmission images of the biometrics.

[0068] In some embodiments, the processor 51 is configured to send a control command to the display component 30 to display the biometric recognition result when the first camera 41 recognizes a biometric feature. For example, in a specific embodiment, when a biometric feature appears in the field of view of the first camera 41, the display component 30 displays information such as successful recognition, successful authentication, recognition passed, or waiting for takeoff. To enhance the exclusivity and security of use, the aircraft 100 can also pre-store the corresponding biometric features in its memory. When the biometric feature in the field of view of the first camera 41 matches the stored biometric feature, the recognition is considered successful, and only then will the processor 51 send the control command to the display component 30.

[0069] In other embodiments of this application, such as Figure 3 As shown, the aircraft 100 also includes a processor 51, which is electrically connected to both the first camera 41 and the display component 30. The processor 51 is configured to send a control command to the display component 30 to display a biometric image when the first camera 41 detects a biometric feature. For example, in a specific embodiment, when a biometric feature appears in the field of view of the first camera 41, the display component 30 displays the biometric image captured by the first camera 41. Therefore, the display component 30 of this application can be used to display the image transmission screen of the first camera 41 to ensure that the biometric recognition image can be seen by the user.

[0070] In other embodiments of this application, such as Figure 3As shown, the aircraft 100 also includes a processor 51, which is electrically connected to the first camera 41 and the display component 30 respectively. The processor 51 is configured to send a control command to the display component 30 to display the biometric recognition result when the first camera 41 recognizes a biometric feature, and at the same time send a control command to the display component 30 to display the biometric image. That is, when a biometric feature appears in the field of view of the first camera 41, the display component 30 displays both the recognition result and the captured biometric image.

[0071] In some embodiments of this application, the aircraft 100 further includes a first button 61 and a second button 62. The first button 61 is located on the side of the fuselage 10 parallel to the first direction and is used to change the flight mode of the aircraft 100 and / or to execute or cancel the first function of the aircraft 100. The second button 62 is located on the side of the fuselage 10 parallel to the first direction and is used to change the flight parameters of the aircraft 100 and / or to change the display mode of the display screen 31 of the display component 30.

[0072] Specifically, in combination Figure 1 , Figure 2 and Figure 4 As shown, the aircraft 100 also includes a first button 61 and a processor 51, such as Figure 12 As shown, the first button 61 is located on the side of the fuselage 10 and is electrically connected to the processor 51. In some embodiments, the processor 51 is configured to send a control command to the aircraft 100 to switch flight modes when the first button 61 is pressed. Therefore, the first button 61 in these embodiments is a physical button. The flight modes in these embodiments can be follow, drift away, ascend, focus, or custom, where custom can be a spiral or comet. The processor 51 can switch different flight modes based on the number of times the first button 61 is pressed, or by different pressing durations of the first button 61.

[0073] In some other embodiments of this application, the processor 51 is configured to send control commands to the display component 30 to display the flight mode of the aircraft 100 when different operations are performed on the first button 61. These different operations can be different numbers of times the first button 61 is pressed, specifically different numbers of times corresponding to switching different flight modes; or different durations of pressing the first button 61, specifically different button durations corresponding to switching different flight modes, thereby achieving the switching of different flight modes.

[0074] In other embodiments, such as Figure 12As shown, the first button 61 is located on the side of the fuselage 10 parallel to the first direction. The first button 61 is electrically connected to the processor 51. The processor 51 is configured to send a control command to the aircraft 100 to switch flight modes or to execute or cancel a first function of the aircraft 100 when the first button 61 is pressed. Simultaneously, both the first button 61 and the display component 30 are electrically connected to the processor 51. The processor 51 is configured to change the flight mode of the aircraft 100 when the first button 61 is pressed briefly, and to execute or cancel the first function when the first button 61 is pressed for a long time. The first function is, for example, a palm-operated takeoff function. Specifically, if the user presses the first button 61 briefly once within the first time period after pressing and holding the first button 61 for a long time, the first function can be canceled.

[0075] In some embodiments of this application, combined with Figure 8 and Figure 12 As shown, the aircraft 100 also includes a second button 62, which is located on the side of the fuselage 10 parallel to the first direction. The second button 62 is electrically connected to the processor 51, which is configured to send a control command to the aircraft 100 to switch flight parameters when the second button 62 is pressed. These flight parameters can be parameters such as short distance, long distance, and flight speed. Therefore, by pressing the second button 62, the flight parameters of the aircraft 100 can be switched. In a specific embodiment, a short press of the second button 62 can switch between different flight parameters. In other specific embodiments, different flight parameters can also be switched by pressing the button multiple times.

[0076] In other embodiments of this application, both the second button 62 and the display component 30 are electrically connected to the processor 51. The processor 51 is configured to send control commands to the display component 30 to display the flight parameters of the aircraft 100 when the second button 62 is operated in different ways. Therefore, in these embodiments, the flight parameters of the aircraft 100 can be displayed on the display component 30 when the second button 62 is operated, allowing the user to view the specific settings of the flight parameters through the display component 30. This enables the user to determine whether the flight parameters set for the aircraft 100 are the desired flight parameters during takeoff and to take off if they are desired; if they are not desired, the flight parameters can be changed in a timely manner. For example, in a specific embodiment, the flight parameters can be displayed on the display component 30 by pressing and holding the second button 62; or the flight parameters can be displayed on the display component 30 by performing other operations on the second button 62 that are different from setting the flight parameters.

[0077] In other embodiments of this application, both the second button 62 and the display component 30 are electrically connected to the processor 51. The processor 51 is configured to change the flight parameters of the aircraft 100 displayed on the display component 30 when the second button 62 is operated in different ways. For example, in a specific embodiment, different flight parameters can be switched on the display component 30 by short-pressing the second button 62, and the display mode of the display screen 31 of the display component 30 can be changed by long-pressing the second button 62. For example, if the current display mode of the display screen 31 is to only display the flight parameters and / or flight mode of the aircraft 100, long-pressing the second button 62 can switch the current display mode of the display screen 31 to only display the biometric recognition results and / or biometric images sent by the first camera 41. Long-pressing the second button 62 again can switch the current display mode of the display screen 31 to simultaneously display the flight parameters and / or flight mode of the aircraft 100, as well as the biometric recognition results and / or biometric images sent by the first camera 41.

[0078] In specific embodiments of this application, the first button 61 and the second button 62 are both located on the same side of the fuselage 10 parallel to the first direction. Both buttons are physical buttons, allowing the user to easily touch and operate them while holding the aircraft 100, thus facilitating adjustments to the aircraft's flight parameters and / or flight mode. In these embodiments, when the user holds the aircraft 100 with their right hand, their right thumb is close to the first button 61 and the second button 62, enabling convenient switching of flight modes and parameters. The user's biometric features are perpendicular to the first direction for recognition by the first camera 41, and the user can face the display component 30. The user can set the flight mode and parameters with one hand and take off without looking down, making operation convenient.

[0079] In another specific embodiment of this application, combined with Figure 6 and Figure 13As shown, the aircraft 100 can also be equipped with a third button 63 to switch the display mode of the display component 30. For example, the third button 63 is located on the other side of the fuselage 10, so that when a person is holding the aircraft 100, their fingers can be bent to touch the button to change the display mode of the display screen 31 of the display component 30. Specifically, the third button 63, the display component 30, and the first camera 41 are all electrically connected to the processor 51. The processor 51 is configured to send a control command to the display component 30 to display the biometric image captured by the first camera 41 when the third button 63 is operated, and / or send a control command to the display component 30 to display the biometric recognition result, and / or send a control command to the display component 30 to switch the display mode. In these embodiments, the third button 63 is a physical button, and different display modes of the display component 30 can be achieved by pressing the third button 63 in different ways. For example, the display component 30 can display the biometric image captured by the first camera 41 by pressing the third button 63 once; or the display component 30 can display the result of biometric recognition by pressing the third button 63 twice; or the display component 30 can display the flight mode and / or flight parameters of the aircraft 100 by pressing the third button 63 for a long time.

[0080] In some embodiments of this application, the display screen 31 may be a touch screen, which can be used to receive control actions applied by the user and, in conjunction with the processor 51, generate control commands to set and display the flight mode and / or flight parameters of the aircraft 100, for example, in conjunction with... Figure 5 and Figure 18As shown, the display component 30 includes a display screen 31, on which a touchable virtual button 32 is provided. The virtual button 32 is used to perform at least one of the following: change the flight mode of the aircraft 100, or execute or cancel the first function of the aircraft 100, change the flight parameters of the aircraft 100, or change the display mode of the display screen 31 of the display component 30. In some embodiments, the display mode of the display screen 31 of the display component 30 may include: turning on or off the display of certain display content, etc. The display content may be the flight parameters of the aircraft 100, the flight mode of the aircraft 100, the biometric recognition image, the biometric recognition result, etc., and is not limited here. It is understood that in other embodiments, the virtual button 32 may be configured to perform corresponding settings with reference to the functions of the aforementioned first button 61, second button 62, or third button 63, which will not be elaborated here. Furthermore, it can also be designed such that both the virtual button 32 and the display screen 31 are electrically connected to the processor 51, and the processor 51 is configured to switch the display mode of the display screen 31 when the virtual button 32 is pressed. In these embodiments, the display screen 31 is a touchscreen, and the virtual buttons 32 are touch-controllable buttons. The adjustable settings are more abundant, and the operation is simpler and more user-friendly, allowing users to control the display screen 31 using more hand gestures. It should be noted that the display mode here can refer to split-screen display, picture-in-picture display, etc.

[0081] In some embodiments of this application, combined with Figure 1 , Figure 2 and Figure 7 As shown, the aircraft 100 also includes a processor 51 and an indicator light 70. The indicator light 70 is connected to the propeller guard 20 and is generally oriented in the first direction. The processor 51 is electrically connected to the first camera 41 and the indicator light 70. The processor 51 is configured to send a control command to the indicator light 70 to display a light signal when the first camera 41 detects a biometric feature. In these embodiments, users can not only observe information such as flight parameters, flight mode, and biometric images through the display component 30, but also use the light signals displayed by the indicator light 70 to help determine the status of the aircraft 100 and to confirm whether the aircraft 100 is currently recognizing biometric features. In some specific embodiments, the indicator light 70 is connected to the second side 202 of the propeller guard 20. The second side 202 and the first side 201 are located on opposite sides of the fuselage 10, making the appearance of the propeller guard 20 more aesthetically pleasing.

[0082] In some embodiments of this application, an upper monocular fisheye vision system can be installed above the fuselage 10 of the aircraft 100 (mobile platform) for obstacle avoidance above and behind, and a lower monocular fisheye vision system can be installed below the aircraft 100 (mobile platform) for obstacle avoidance below and behind. A main camera (i.e., the aforementioned first camera 41) or a ToF (range sensor 43) can be installed in front of the aircraft 100 (mobile platform) to achieve forward obstacle avoidance, so as to achieve omnidirectional obstacle avoidance. For example, combined with Figure 1 , Figure 11 , Figure 12 , Figure 13 , Figure 15 and Figure 17 As shown, the aircraft 100 also includes a second camera 42, which is spaced apart from the first camera 41 on the fuselage 10. The first camera 41 and the second camera 42 can be used to achieve obstacle avoidance. Specifically, the field of view of the second camera 42 and the field of view of the first camera 41 can cover the outer perimeter of the fuselage 10. Therefore, this application can cover the entire or most of the outer perimeter of the fuselage 10 through the second camera 42 and the first camera 41, thereby facilitating obstacle avoidance by the aircraft 100 and preventing the aircraft 100 from colliding with obstacles during flight.

[0083] In some embodiments of this application, combined with Figure 1 , Figure 9 and Figure 10As shown, the second camera 42 includes a first wide-angle camera 421 and a second wide-angle camera 422. The first wide-angle camera 421 and the second wide-angle camera 422 are respectively disposed on a first surface and a second surface opposite to each other on the fuselage 10. Both the first surface and the second surface are generally parallel to the first direction. In some embodiments, the first surface is the upper surface of the aircraft 100 in a cruise flight attitude, and the second surface is the lower surface of the aircraft 100 in a cruise flight attitude. In these embodiments, by disposing the first wide-angle camera 421 and the second wide-angle camera 422 on the first surface and the second surface of the fuselage 10 respectively, obstacle avoidance based on the monocular vision principle can be achieved using the first wide-angle camera 421 for the space above and behind the fuselage 10, and obstacle avoidance based on the monocular vision principle can be achieved using the second wide-angle camera 422 for the space below and behind the fuselage. Furthermore, to achieve omnidirectional obstacle avoidance, the second camera 42 can be used in conjunction with the aforementioned first camera 41. In this case, the first camera 41 has multiple functions and is reused as an obstacle avoidance component. The combined field of view of the first camera 41 and the second camera 42 needs to be greater than 360 degrees. In a specific embodiment, the second camera 42, the first wide-angle camera 421, or the second wide-angle camera 422 can be a fisheye lens. The horizontal field of view of the fisheye lens is close to or greater than 180 degrees, which can achieve 360-degree coverage without blind spots within its horizontal field of view, thereby providing a more complete view of the picture. At the same time, the sense of spatial depth is enhanced through edge distortion.

[0084] In some embodiments of this application, such as Figure 1 As shown, the body 10 has a mounting slot 12. The second camera 42 (e.g., the first wide-angle camera 421 or the second wide-angle camera 422) is positioned within the mounting slot 12. The surface of the second camera 42 protrudes from the mounting slot 12 in a second direction, which is approximately perpendicular to the first direction. By placing the second camera 42 in the mounting slot 12, the second camera 42 can be effectively fixed, reducing the probability of the second camera 42 being bumped or knocked. In some embodiments, the mounting slot 12 can be a slot directly formed on the body 10, or it can be a separate, detachable mounting bracket that can be placed on the slot in the body. This allows the first wide-angle camera 421 or the second wide-angle camera 42 to be removed together with the bracket for replacement or repair if the first wide-angle camera 421 or the second wide-angle camera 42 is damaged.

[0085] In some embodiments, combined with Figure 1 , Figure 9 , Figure 15 and Figure 16As shown, the mounting groove 12 has multiple protective protrusions 13 on its groove wall. The protective protrusions 13 are arranged approximately parallel to the surface of the second camera 42 and are used to limit the second camera 42 in the mounting groove 12 in a direction parallel to the second direction. In other words, the protective protrusions 13 limit the surface of the second camera 42. Thus, the protective protrusions 13 further limit the position of the second camera 42 on the fuselage 10, so that the second camera 42 can always be fixed in the mounting groove 12 during the flight of the aircraft 100. In some specific embodiments, three protective protrusions 13 are evenly spaced on the wall of the mounting groove 12. The longest distance between each protective protrusion 13 and the side wall of the mounting groove 12 is greater than the longest distance between the surface of the second camera 42 and the side wall of the mounting groove 12. In other words, the height of each protective protrusion 13 relative to the opening of the mounting groove 12 is higher than the apex of the second camera 42. This ensures that the second camera 42 has a sufficient field of view while maintaining a stable position relative to the fuselage 10. It also ensures that the second camera 42 can contact the ground or obstacles before the second camera 42 when the aircraft 100 accidentally falls or lands, effectively protecting the second camera 42.

[0086] In some embodiments of this application, such as Figure 1 , Figure 2 , Figure 10 and Figure 15 As shown, the aircraft 100 also includes a ranging sensor 43, which is mounted on the fuselage 10 and / or propeller guard 20. The ranging sensor 43 is used to detect obstacles around the aircraft 100 to achieve obstacle avoidance. In this application, by setting the ranging sensor 43, information about surrounding obstacles can be further detected, and obstacles can be avoided in a timely manner during flight. For example, in some embodiments, the ranging sensor 43 is a ToF (Time of Flight) sensor, which uses infrared light or laser as a signal source and measures the distance by measuring the time between signal transmission and reception, thereby generating data containing depth information. Combined with the aforementioned first camera 41 and / or second camera 42, obstacle avoidance can be achieved under different conditions. For example, in good daylight conditions, the first camera 41 and the second camera 42 can be used to achieve long-distance obstacle avoidance, and the second camera 42 can be used in conjunction with the ranging sensor 43 to achieve short-distance obstacle avoidance. In poor nighttime light conditions, ToF can be used for forward or downward obstacle avoidance, thereby achieving effective obstacle avoidance in all weather conditions.

[0087] In some embodiments of this application, such as Figure 2 and Figure 10As shown, the ranging sensor 43 includes a first ranging sensor 431 and a second ranging sensor 432. The first ranging sensor 431 is located on the lower side of the fuselage 10 as a downward-looking sensor, while the second ranging sensor 432 is located above or to the side of the propeller guard 20, thereby achieving a different ranging sensing range than the first ranging sensor 431. This enables multi-directional ranging of the aircraft 100, making obstacle avoidance more accurate and less prone to impacts during flight. In specific embodiments, the first ranging sensor 431 is an iTOF (In-Time-of-Flight) sensor, which is low-cost, fast, and consumes little power. As a downward-looking sensor, it can quickly measure distances during the flight and landing of the aircraft 100, assisting the aircraft 100 in a smooth landing. The second ranging sensor 432 is a 3D TOF (Time-of-Flight) sensor. 3D TOF focuses on time-of-flight ranging, calculating distances by emitting modulated near-infrared light pulses and measuring the round-trip time difference of light to generate a three-dimensional point cloud. It has high accuracy, can measure long distances, and is suitable for use in complex scenes and low-light conditions. Therefore, the second ranging sensor 432 of this application is suitable for obstacle avoidance when the aircraft 100 is flying at night or in dimly lit areas such as caves. In some specific embodiments of this application, during the day, the aforementioned second camera 42, first ranging sensor 431, and first camera 42 can be used together for obstacle avoidance. In some embodiments of this application, the combined field of view of the second camera 42 and the second ranging sensor 432 is greater than 360 degrees, which is beneficial for achieving omnidirectional obstacle avoidance.

[0088] Therefore, it is understandable that fewer devices can be used to achieve omnidirectional obstacle avoidance in this application.

[0089] In some embodiments of this application, the takeoff altitude can be measured by the first ranging sensor 431. The first ranging sensor 431, the display component 30 and the processor 51 are electrically connected. The processor 51 is configured to send a screen-off control command to the display component 30 when the takeoff altitude of the aircraft 100 is higher than a certain value, thereby reducing the power consumption of the aircraft 100.

[0090] In some embodiments of this application, such as Figure 2 As shown, the second ranging sensor 432 is located on the second side 202 of the propeller guard 20, which faces the first direction. The second side 202 and the first side 201 are located on opposite sides of the nose 11, making the aircraft 100 of this application more aesthetically pleasing and with a more uniform weight distribution, which is beneficial for the stable flight of the aircraft 100. In some specific embodiments, the second ranging sensor 432 and the display component 30 are arranged symmetrically with respect to the central axis of the fuselage 10, thereby further improving the balance of the various components of the aircraft 100.

[0091] In some embodiments of this application, such as Figure 14As shown, the aircraft 100 also includes a communication module connection unit for connecting, such as Figure 15 , Figure 16 and Figure 17 The communication module 80 shown is connected to the aircraft 100. The communication module 80 is used to communicate with the remote controller 400 via its signal transmission device 81. In some embodiments, the communication module 80 is detachably connected to the fuselage 10, and when the communication module 80 is connected to the aircraft 100, its signal transmission device 81 is located within a first field of view, which is the field of view of the second camera 42 obscured by the protective protrusion 13. Please refer to... Figure 19 The aircraft system 200 includes both a Wi-Fi module and an SDR module (a type of communication module 80). However, some users prefer to control the aircraft 100 using only a mobile phone or remotely, leaving the SDR module idle. Furthermore, deploying the SDR module requires space on the aircraft 100 and may obstruct the field of view of the visual sensing components. This application addresses this by making the communication module 80 a detachable component. When the user needs to communicate with the SDR module via the remote controller 400 to control the aircraft 100, the communication module 80 can be installed on the fuselage 10. When the remote controller 400 is not needed, the communication module 80 does not need to be installed on the fuselage 10, thereby further reducing the overall weight, promoting miniaturization and lightness of the aircraft 100, increasing its flight time, and providing users with more options. In some embodiments of this application, the communication module 80 is detachably connected to the body 10 by at least one of the following methods: using fasteners and mounting ports, using snap-fit ​​slots, or using plug-in slots. No limitation is imposed, and the installation method can be flexibly selected as needed. In a specific embodiment, taking the detachable connection between the communication module 80 and the body 10 using fasteners and mounting ports as an example, the communication module connection includes multiple spaced first mounting ports. The communication module 80 has multiple second mounting ports corresponding to the first mounting ports. The number of fasteners corresponds one-to-one with the number of first or second mounting ports. Each fastener passes through a second mounting port and connects to a first mounting port, thereby enabling a detachable connection between the communication module 80 and the body 10. More specifically, the first mounting port is a threaded port, the second mounting port is a through port, and the fastener is a bolt, allowing the user to remove or install the communication module 80 from the body 10 by removing or installing the bolts.

[0092] In some embodiments, such as Figure 15 and Figure 16As shown, the communication module 80 includes a signal transmission device 81. The signal transmission device 81 is arranged in the area of ​​the field of view of the second camera 42 that is blocked by the protective protrusion 13. Therefore, the arrangement of the signal transmission device 81 will not further block the field of view of the second camera 42, thus avoiding further increase in the obstruction of the field of view of the second camera 42. Therefore, the field of view of the second camera 42 will not be further reduced due to the arrangement of the signal transmission device 81. That is, the field of view obstruction of the second camera 42 is small, which is beneficial to ensuring obstacle avoidance accuracy.

[0093] In a specific embodiment, such as Figure 15 and Figure 16 As shown, the second camera 42 is positioned near the tail 14 of the body 10. The communication module 80 is mounted on the tail 14 of the body 10, with the tail 14 facing in the opposite direction to the first direction. In this configuration, the communication module 80 can connect to the power supply or control circuitry inside the body 10 via USB. The signal transmission device 81, such as an antenna, can also be externally mounted. Therefore, the communication module 80 of this application does not require opening the battery cover of the body 10 or disassembling the main control circuit board, making installation and removal of the communication module 80 more convenient. The external mounting of the signal transmission device 81 in this application also improves the communication signal quality.

[0094] In some embodiments of this application, such as Figure 17 As shown, the aircraft 100 also includes a propeller assembly 90, and the propeller guard 20 includes a fixing part 21 connected to the fuselage 10. The fixing part 21 is connected to both the propeller assembly 90 and the display assembly 30. By providing the fixing part 21, not only is the necessary position provided for the propeller assembly 90 and the display assembly 30, but it also acts as a protective component, reducing the collision risk of the propeller assembly 90. It is understood that the display assembly 30 is preferably disposed on the fixing part 21 to ensure the installation stability of the display assembly 30.

[0095] In some embodiments, such as Figure 17 As shown, the propeller guard 20 also includes a detachable part 22, which is detachably connected to the fixed part 21, and the propeller assembly 90 is disposed within the space enclosed by the detachable part 22 and the fixed part 21. The detachable part 22 can effectively prevent the propeller assembly 90 from detaching from the propeller guard 20. The detachable part 22, in conjunction with the fixed part 21, can provide all-round protection for the propeller assembly 90, making the propeller assembly 90 safer during flight. At the same time, the detachable part 22 can be configured to be removed for replacement or storage when the propeller assembly 90 needs to be replaced or stored.

[0096] The solution of this application is described below with reference to a more specific embodiment:

[0097] In some embodiments, the aircraft 100 is a drone, which includes a propeller guard 20. The display screen 31 is mounted on the propeller guard 20, without occupying the longitudinal space of the fuselage 10. Existing drone displays are only used for information display and cannot enable interaction; the operation keys are physical buttons with limited parameter adjustment. Therefore, according to the solution in this application, the display screen 31 can be set as a touchscreen, making operation simpler. Furthermore, existing drone displays only show mode and parameter information. According to the solution in this application, the display screen 31 can be set to display a real-time preview of the gimbal camera (such as the first camera 41 in this application) for selfie previews or customized content. When operating existing drones with one hand, the aircraft needs to be lowered and tilted down to adjust modes and parameters, resulting in poor screen interaction and grip. In some modes requiring biometric recognition, the aircraft needs to be lowered to adjust parameters and then raised again for biometric recognition before takeoff, making operation inconvenient. In this regard, according to the solution in this application, even if the display screen 31 is not a touchscreen: the mode adjustment buttons are located on the side of the fuselage 10, and the display screen 31 is located on the front of the propeller guard 20 (a camera (e.g., the first camera 41) needs to be installed on the front of the fuselage 10). The display screen 31 is used to display at least the flight mode and / or flight parameters (e.g., short-range, long-range) after the button adjustment. In this way, when the user holds the aircraft with their right hand, their right thumb is closer to the buttons, allowing for convenient switching of flight modes and parameters. The display screen 31 faces the user directly, so the user does not need to look down to view the flight parameters of the selected flight mode, and can then set the parameters with one hand before takeoff.

[0098] In some embodiments, the relevant drones lack obstacle avoidance capabilities and are unable to avoid obstacles. Some drones can avoid obstacles but require a large number of visual sensors to achieve omnidirectional obstacle avoidance, resulting in high costs. Furthermore, the field of view of the visual sensors (such as the aforementioned second camera 42) may be further affected by obstruction from some components (such as the antenna of the detachable communication module), thus impacting obstacle avoidance accuracy. Therefore, in this embodiment, a forward-looking 3DToF camera is installed on the propeller guard 20 on the left side of the nose 11, and the field of view of the main camera (i.e., the first camera 41) is reused for obstacle avoidance. A fisheye lens (i.e., the first wide-angle camera 421 or the second wide-angle camera 422) is installed on each of the upper and lower sides of the tail 14, and obstacle avoidance is performed based on the principle of monocular vision. The combined field of view of the two monocular fisheye lenses + the forward-looking 3DToF camera (or the main camera) is greater than 360°. Thus, obstacle avoidance during the day can be achieved by using the two monocular fisheye lenses in conjunction with the forward-looking 3DToF camera for close-range obstacle avoidance or by using the main camera for long-range obstacle avoidance; obstacle avoidance at night can be achieved using the 3DToF camera.

[0099] In some embodiments, the monocular fisheye requires the eyelid portion (i.e., the protective protrusion 13) to provide some protection for the fisheye, which will cause some obstruction to the fisheye's field of view (denoted as obstruction one). The communication module is installed at the tail, and its antenna will also obstruct the fisheye's field of view (denoted as obstruction two). Therefore, in the embodiments of this application, the range of motion of the SDR module's antenna (a type of signal transmission device 81) is set within the range of obstruction one to avoid further obstruction to the fisheye's field of view. At the same time, the highest height of the eyelid portion is greater than the highest height corresponding to the fisheye (e.g., the upper fisheye or the lower fisheye), thereby playing a role in protecting the fisheye.

[0100] In some implementations, existing drone communication modules are fixedly mounted on the drone, and users may not need this communication module for communication. In some scenarios, this communication module can be removed to increase the drone's battery life. Therefore, in the embodiments of this application, the communication module 80 is detachably mounted on the drone. Specifically, the communication module 80 can be mounted on the tail 14 of the drone and is directly mounted to the tail 14 via USB. The antenna can be externally mounted, allowing users to install and remove the communication module 80 as needed. Mounting it on the tail 14 of the drone eliminates the need to open the battery cover or disassemble the main control unit, making operation convenient; and the external antenna provides better communication signal strength.

[0101] Combination Figure 15 , Figure 16 , Figure 17 and Figure 19 This application also provides an aircraft system 200, including: an aircraft 100, and a mobile control terminal 300, the mobile control terminal 300 (e.g., a mobile phone, watch, bracelet, etc.) for communicating with the aircraft 100 (e.g., Wi-Fi connection) to control the aircraft 100, and / or, as... Figure 19 As shown, the aircraft system 200 includes an aircraft 100, a detachable communication module 80 electrically connected to the aircraft 100, and a remote controller 400, which is used to communicate with the communication module 80 (e.g., SDR connection, a proprietary image transmission method) to control the aircraft 100.

[0102] Users can choose any of the above methods to control the aircraft 100 to meet their different needs.

[0103] The above description is merely a specific embodiment of this utility model, but the protection scope of this utility model is not limited thereto. Any person skilled in the art can easily conceive of various equivalent modifications or substitutions within the technical scope disclosed in this utility model, and these modifications or substitutions should all be covered within the protection scope of this utility model. Therefore, the protection scope of this utility model should be determined by the scope of the claims.

Claims

1. An aircraft, characterized in that, include: The fuselage includes a head unit, which is oriented in a first direction; The propeller guard is connected to the fuselage. as well as, A display component is disposed on a first side of the propeller, and the first side and the display component are generally oriented toward the first direction.

2. The aircraft as described in claim 1, characterized in that, The first direction is the direction toward which the aircraft exhibits biological characteristics when it is in takeoff; or, the first direction is the roll axis of the aircraft; or, the first direction is the direction of travel of the aircraft during cruise flight.

3. The aircraft as described in claim 1 or 2, characterized in that, The display component includes a display screen for displaying the flight mode of the aircraft, the flight parameters of the aircraft, and / or the image transmission information from the first camera of the aircraft.

4. The aircraft as described in claim 3, characterized in that, The display screen is disposed on a first side of the propeller guard along the extension direction of the yaw axis of the aircraft, and / or the first side is close to the connection between the propeller guard and the fuselage.

5. The aircraft as described in claim 1 or 2, characterized in that, The aircraft also includes a first button and a second button. The first button is located on the side of the fuselage parallel to the first direction and is used to change the flight mode of the aircraft and / or to execute or cancel the first function of the aircraft. The second button is located on the side of the fuselage parallel to the first direction and is used to change the flight parameters of the aircraft and / or to change the display mode of the display screen of the display component. And / or, The display component includes a display screen with touchable virtual buttons. The virtual buttons are used to perform at least one of the following: changing the flight mode of the aircraft, executing or canceling a first function of the aircraft, changing the flight parameters of the aircraft, and changing the display mode of the display screen of the display component.

6. The aircraft as described in claim 1 or 2, characterized in that, When the aircraft is not in flight, the display screen of the display component is used to display the image transmission information of the first camera, which includes the biometric identification results and / or the image transmission images of the biometrics, and / or, when the aircraft is in flight, the display screen is in a screen-off state.

7. The aircraft as described in claim 6, characterized in that, The first camera is mounted on the head of the device, or the first camera is mounted on the head of the device via a gimbal, and both the first camera and the display component can be positioned approximately toward the first direction.

8. The aircraft as claimed in claim 7, characterized in that, It also includes a second camera, which is spaced apart from the first camera on the body. The first camera and the second camera can be used to achieve obstacle avoidance. The field of view of the second camera and the field of view of the first camera can cover the outer perimeter of the body.

9. The aircraft as claimed in claim 8, characterized in that, The second camera includes a first wide-angle camera and a second wide-angle camera, which are respectively disposed on a first surface and a second surface opposite to each other on the body. Both the first surface and the second surface are substantially parallel to the first direction; and / or, The device body is provided with a mounting groove for limiting the second camera. The surface of the second camera protrudes from the mounting groove along a second direction. The groove wall of the mounting groove is provided with a plurality of protective protrusions. The protective protrusions are arranged approximately parallel to the surface of the second camera and are used to limit the second camera in the mounting groove along a direction parallel to the second direction, which is approximately perpendicular to the first direction.

10. The aircraft as claimed in claim 9, characterized in that, The longest distance between the protective protrusion and the opening of the mounting groove is greater than the longest distance between the surface of the second camera and the opening of the mounting groove.

11. The aircraft as claimed in claim 9, characterized in that, The aircraft also includes a communication module connection part, which is used to connect the communication module to the aircraft. The communication module can communicate with the remote controller through the signal transmission device of the communication module. When the communication module is connected to the aircraft, the signal transmission device of the communication module is located within a first field of view, which is the field of view of the second camera blocked by the protective protrusion.

12. The aircraft as claimed in claim 11, characterized in that, The second camera is positioned near the tail of the device, and the communication module is connected to the tail, which faces a direction opposite to the first direction; and / or The communication module is detachably connected to the aircraft.

13. The aircraft as described in claim 1 or 2, characterized in that, It also includes a ranging sensor, which is located on the fuselage and / or the propeller guard, and is used to detect obstacles around the aircraft to achieve obstacle avoidance.

14. The aircraft as claimed in claim 13, characterized in that, The ranging sensor includes a first ranging sensor and a second ranging sensor. The first ranging sensor is located on the underside of the fuselage, and the second ranging sensor is located on the second side of the propeller guard. The second side faces the first direction, and the second side and the first side are located on opposite sides of the nose.

15. The aircraft as claimed in claim 1 or 2, characterized in that, It also includes a propeller assembly, the propeller assembly including a fixing part connected to the fuselage, and the propeller assembly and the display assembly connected to the fixing part.

16. The aircraft as claimed in claim 15, characterized in that, The propeller also includes a detachable part, which is detachably connected to the fixed part, and the propeller assembly is disposed within the space enclosed by the detachable part and the fixed part.

17. An aircraft system, characterized in that, include: The aircraft as described in any one of claims 1 to 16, and a mobile control terminal, the mobile control terminal being configured to communicate with the aircraft to control the aircraft; And / or, The aircraft as described in any one of claims 1 to 16, a detachable communication module electrically connected to the aircraft, and a remote controller, the remote controller being used to communicate with the communication module to control the aircraft.

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