CN219806962U - Aircraft and flight transportation device - Google Patents

Abstract

The utility model discloses an aircraft and a flight transportation device, wherein the aircraft comprises a frame, a main propeller and a tilting wing assembly, and the frame is arranged in a forward-backward extending way; the main propeller is arranged at the rear end of the frame; the tilting wing assembly comprises two tilting wings which extend left and right and are arranged on two sides of the front end of the frame, and an auxiliary propeller arranged on the tilting wings, wherein the tilting wings comprise main wings and auxiliary wings, and the auxiliary propeller is arranged on the main wings; the tilting wing can drive the auxiliary propeller to synchronously rotate along the left axis and the right axis, so that the tilting wing and the auxiliary propeller are in a lifting mode for providing lifting force when in a vertical setting position, and are in a forward flight mode for providing lifting force and pulling force when in a horizontal setting in a rotation process. The present utility model is directed to an aircraft design and flight mode switching technique for a tilter and rotor combination.

Description

Aircraft and flight transportation device

Technical Field

The utility model relates to the technical field of aircrafts, in particular to an aircraft and a flight transportation device.

Background

In recent years, along with the rapid development of motor efficiency, lithium battery energy density, navigation and autonomous control technology, and the characteristics of rapid adjustment of motor rotation speed and realization of flight control by changing propeller driving force, the conditions for developing a practical electric manned aircraft are mature. Human-carried eVTOL (electric vertical takeoff and landing) aircraft configurations currently under development can be divided into three categories: rotor or multiple rotors, multiple rotors and fixed wing combined composite or tilt rotor, tilt rotor.

However, most of the eVTOL (electric vertical takeoff and landing) aircraft configurations currently entering the prototype test flight phase are of the first two types (multi-rotor or compound-wing), and in addition, the large rotor of a conventional helicopter is significantly more aerodynamic than the multi-rotor of the small rotor (kg/kW) and is rarely adopted, mainly because of the relatively simple handling of the multi-rotor, and the relatively complex aerodynamic changes of the tiltrotor during flight transition between the VTOL and the forward flying modes, resulting in relatively large control difficulties and unknowns, requiring relatively long development times and costs.

Disclosure of Invention

The utility model mainly aims to provide an aircraft and a flight transportation device, and aims to provide an aircraft design and flight mode conversion technology of a tilt wing and rotor wing combination.

In order to achieve the above object, the present utility model provides an aircraft, wherein the aircraft includes a frame, a main rotor, and a tilting wing assembly, and the frame is disposed in a forward-backward extending manner; the main propeller is arranged at the rear end of the frame; the tilting wing assembly comprises two tilting wings which extend left and right and are arranged on two sides of the front end of the frame, and an auxiliary propeller arranged on the tilting wings, wherein the tilting wings comprise main wings and auxiliary wings, and the auxiliary propeller is arranged on the main wings; the tilting wing can drive the auxiliary propeller to synchronously rotate along the left axis and the right axis, so that the tilting wing and the auxiliary propeller are in a lifting mode for providing lifting force when in a vertical setting position, and are in a forward flight mode for providing lifting force and pulling force when in a horizontal setting in a rotation process.

Optionally, the main wing includes a front beam, a rear beam, ribs and a housing, the front beams and the rear beams on the two main wings on two sides of the frame are respectively connected in a left-right extending manner to form two continuous beams, two sides of the front end of the frame are respectively provided with a mounting bearing, and the front beams are arranged on the mounting bearings in a penetrating manner so as to mount the main wing on the frame; the rear beam is connected with the frame through a driving device, so that the tilting wing can rotate by taking the front beam as a rotating shaft under the driving of the driving device, and can be locked when the tilting wing rotates to the position that the rear beam contacts with the lower surface of the frame.

Optionally, the length of the left-right wingspan of the tilting wing is L, and the distance between the mounting point of the auxiliary propeller and the wing root of the tilting wing is a, so that a distance between the mounting point of the auxiliary propeller and the wing root of the tilting wing is 0.4L or less and 0.5L or less, and the two auxiliary propellers mounted on two sides of the front end of the frame and the main propeller mounted on the rear end of the frame form a three-point power layout.

Optionally, the span length of the tilting wing in the left and right direction is L, the chord length in the front and back direction is C, the aileron is mounted at the rear end of the tilting wing and in the left and right direction near the wing tip, the length of the aileron in the left and right direction is B, the width is D, then 0.3 l.ltoreq.b.ltoreq.0.5L, 0.3 c.ltoreq.d.ltoreq.0.4C, and the aileron can rotate along the left and right axis of which the front end is mounted on the tilting wing, so that the aileron has a rotation angle β, and β is-30 °.ltoreq.30 °.

Optionally, a nose landing gear is mounted on the root of the tilting wing along the front-rear chord direction, and synchronously rotates along with the tilting wing around a left-right axis, so that in the landing mode, the nose landing gear rotates to a vertical position along with the tilting wing, and supports the aircraft under the frame by abutting against a supporting surface; in the forward flight mode, the nose landing gear rotates backwards along with the tilting wing to a horizontal position so as to be attached and contained on two sides of the bottom of the frame.

Optionally, rear landing gears are hinged on two sides of the rear end of the frame, so that the rear landing gears can rotate around a left-right axis of the hinged position, and on the rotating stroke of the rear landing gears, the rear landing gears have a storage position which is attached to two sides of the frame in a forward rotating way, a supporting position which rotates downwards to support the aircraft against a supporting surface, and a flying position which rotates backwards to a horizontal direction;

optionally, a vertical tail fin is mounted at the tail end of the rear landing gear, and a steering rudder is arranged on the vertical tail fin, and when the rear landing gear is located at the flight position, the vertical tail fin is vertically arranged to control the course of the aircraft.

Optionally, the main rotor comprises a coaxial double rotor.

Optionally, the main rotor is provided with a rake mounting angle, θ, then θ < 15 °.

The utility model also provides a flight transportation device, wherein the flight transportation device comprises the aircraft, the aircraft comprises a frame, a main propeller and a tilting wing assembly, and the frame is arranged in a forward-backward extending way; the main propeller is arranged at the rear end of the frame; the tilting wing assembly comprises two tilting wings which extend left and right and are arranged on two sides of the front end of the frame, and an auxiliary propeller arranged on the tilting wings, wherein the tilting wings comprise main wings and auxiliary wings, and the auxiliary propeller is arranged on the main wings; the tilting wing can drive the auxiliary propeller to synchronously rotate along the left axis and the right axis, so that the tilting wing and the auxiliary propeller are in a lifting mode for providing lifting force when in a vertical setting position, and are in a forward flight mode for providing lifting force and pulling force when in a horizontal setting in a rotation process.

In the technical scheme of the utility model, the main propeller is arranged at the rear end of the aircraft body and always provides main power to maintain the flight of the aircraft. When the auxiliary propeller arranged on the tilting wing is in the landing mode, providing power of at least 1/3 of the takeoff weight, and maintaining the vertical landing and hovering states of the aircraft by matching with the main propeller provided with the main power, wherein the tilting wing is vertically arranged at the moment, so that the obstruction to the airflow of the auxiliary propeller is avoided, and the aerodynamic efficiency is improved; when the secondary propeller is in the forward flight mode, the secondary propeller provides full thrust and no lift force, at which time the tilt wing is horizontally disposed in a near horizontal position and within the forward airflow to provide the lift force originally provided by the secondary propeller, so as to maintain the flight of the aircraft. The aircraft is arranged in such a way, on one hand, the main propeller is always in a power supply state, and the tilting wings drive the auxiliary propeller to have less influence on maintaining the flight stability of the aircraft when in mode switching, so that the flight conversion process control of the aircraft in the landing mode and the front flight mode is more stable; on the other hand, the tilting wing and the auxiliary propeller cooperatively rotate, so that a control system is simplified.

Drawings

In order to more clearly illustrate the embodiments of the present utility model or the technical solutions in the prior art, the drawings that are required in the embodiments or the description of the prior art will be briefly described, and it is obvious that the drawings in the following description are only some embodiments of the present utility model, and other drawings may be obtained according to the structures shown in these drawings without inventive effort for a person skilled in the art.

FIG. 1 is a schematic top view of an aircraft according to one embodiment of the present utility model in a forward flight configuration;

FIG. 2 is a schematic side view of the aircraft of FIG. 1 in a vertical takeoff and landing configuration;

FIG. 3 is a schematic front view of FIG. 2;

FIG. 4 is a schematic side view of the tilt wing assembly of FIG. 1 in a lift mode;

FIG. 5 is a side view schematic illustration of the tilt wing assembly of FIG. 1 in a forward flight mode.

Reference numerals illustrate:

reference numerals	Name of the name	Reference numerals	Name of the name
				1000	Aircraft with a plurality of aircraft body	3113	Wing rib
1	Rack	3114	Shell body
				2	Main propeller	312	Aileron
3	Tilting wing assembly	32	Auxiliary propeller
				31	Tilting wing	4	Nose landing gear
311	Main wing	5	Rear landing gear
				3111	Front beam	51	Vertical tail
3112	Back beam	6	Driving device

The achievement of the objects, functional features and advantages of the present utility model will be further described with reference to the accompanying drawings, in conjunction with the embodiments.

Detailed Description

The following description of the embodiments of the present utility model will be made clearly and fully with reference to the accompanying drawings, in which it is evident that the embodiments described are only some, but not all embodiments of the utility model. All other embodiments, which can be made by those skilled in the art based on the embodiments of the utility model without making any inventive effort, are intended to be within the scope of the utility model.

It should be noted that, if directional indications (such as up, down, left, right, front, and rear … …) are included in the embodiments of the present utility model, the directional indications are merely used to explain the relative positional relationship, movement conditions, etc. between the components in a specific posture (as shown in the drawings), and if the specific posture is changed, the directional indications are correspondingly changed.

In addition, if there is a description of "first", "second", etc. in the embodiments of the present utility model, the description of "first", "second", etc. is for descriptive purposes only and is not to be construed as indicating or implying a relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defining "a first" or "a second" may explicitly or implicitly include at least one such feature. In addition, the meaning of "and/or" as it appears throughout includes three parallel schemes, for example "A and/or B", including the A scheme, or the B scheme, or the scheme where A and B are satisfied simultaneously. In addition, the technical solutions of the embodiments may be combined with each other, but it is necessary to base that the technical solutions can be realized by those skilled in the art, and when the technical solutions are contradictory or cannot be realized, the combination of the technical solutions should be considered to be absent and not within the scope of protection claimed in the present utility model.

In recent years, along with the rapid development of motor efficiency, lithium battery energy density, navigation and autonomous control technology, and the characteristics of rapid adjustment of motor rotation speed and realization of flight control by changing propeller driving force, the conditions for developing a practical electric manned aircraft are mature. Human-carried eVTOL (electric vertical takeoff and landing) aircraft configurations currently under development can be divided into three categories: rotor or multiple rotors, multiple rotors and fixed wing combined composite or tilt rotor, tilt rotor.

However, most of the eVTOL (electric vertical takeoff and landing) aircraft configurations currently entering the prototype test flight stage are of the first two types (multi-rotor or compound-wing), in addition, the large rotor of the traditional helicopter is significantly higher in aerodynamic efficiency (kg/kW) than the multi-rotor of the small rotor, and the lack of aerodynamic efficiency (Kg/kW) is rarely adopted, mainly because of the relatively simple manipulation of the multi-rotor, and the relatively large control difficulty and unknowns caused by the complex aerodynamic changes of the tilting wings during flight transition between the VTOL and the forward flying modes, which require relatively long development time and cost.

In view of this, the present utility model provides an aircraft, and fig. 1 to 5 are diagrams illustrating an embodiment of the aircraft according to the present utility model, and the aircraft will be described with reference to the specific drawings.

Referring to fig. 1 to 5, the aircraft 1000 includes a frame 1, a main rotor 2, and a tilting wing assembly 3, wherein the frame 1 extends in a front-rear direction; the main propeller 2 is arranged at the rear end of the frame 1; the tilting wing assembly 3 comprises two tilting wings 31 which extend left and right and are arranged on two sides of the front end of the frame 1, and auxiliary propellers 32 which are arranged on the tilting wings 31, the tilting wings 31 comprise main wings 311 and auxiliary wings 312, and the auxiliary propellers 32 are arranged on the main wings 311; the tilting wing 31 may drive the auxiliary propeller 32 to rotate synchronously along the left and right axes, so that the tilting wing 31 and the auxiliary propeller 32 are in a lifting mode for providing lift force when in a vertical setting position, and are in a forward flight mode for providing lift force and pull force when rotating in a rotating process and rotating to a horizontal setting.

In the technical scheme of the utility model, the main propeller 2 is arranged at the rear end of the aircraft body and always provides main power to maintain the flight of the aircraft 1000. When the auxiliary propeller 32 mounted on the tilting wing 31 is in the landing mode, providing power of at least 1/3 of the takeoff weight, and maintaining the vertical landing and hovering state of the aircraft 1000 by the main propeller 2 matched with the main propeller, wherein the tilting wing 31 is vertically arranged, so that the obstruction to the airflow of the auxiliary propeller 32 is avoided, and the aerodynamic efficiency is improved; when the secondary propeller 32 is in the forward flight mode, the secondary propeller 32 provides full thrust and no lift, at which time the tilt wing 31 is horizontally disposed to be in a near horizontal position and within the forward airflow to provide the lift originally provided by the secondary propeller 32, so as to maintain the flight of the aircraft 1000. The aircraft 1000 is arranged in such a way that, on one hand, the main propeller 2 is always in a power supply state, and the tilting wing 31 has less influence on maintaining the flight stability of the aircraft 1000 when driving the auxiliary propeller 32 to perform mode switching, so that the flight conversion process control of the aircraft 1000 in the landing mode and the front flight mode is more stable; on the other hand, the tilting wings 31 are rotated in cooperation with the auxiliary propeller 32, so that the control system is simplified.

It should be noted that, in this embodiment, the auxiliary propeller 32 is an electric propeller to realize rapid adjustment of the rotation speed, so as to facilitate control of flight. It will be appreciated that the aircraft 1000, at the time of VTOL (vertical take-off/landing), uses the high lift ratio (lift/power) of the main rotor 2 to simultaneously operate pitch and roll by means of the speed change and differential manner of the auxiliary rotor 32 on the tilting wing 31, simplifying or even replacing the complex pitch mechanism required for operating pitch and roll of the main rotor 2.

In addition, when the aircraft 1000 flies forward, both the tilting wings 31 and the auxiliary propellers 32 mounted on the front end of the frame 1 are tilted to be nearly horizontal (0-5 degrees), so that the high lift-drag ratio of the tilting wings 31 can be maximally utilized, and at the same time, the auxiliary propellers 32 provide the pulling force required for the forward flying, avoiding the aerodynamic drag and power consumption added by tilting the propeller discs of the main propellers 2 in a conventional manner.

Further, the main wing 311 is a main wing box structure formed by fixedly connecting a front beam 3111, a rear beam 3112, a rib 3113 and a skin into a whole, and the wing profile is determined according to the requirement of flight performance, which is not limited herein. The front spar 3111 is located at a chord length of 20% to 30% from the leading edge of the wing, the rear spar 3112 is located at a chord length of about 60% to 70% from the leading edge of the wing, and specifically, in this embodiment, the front spar 3111 is selected to be at a chord length of 25% from the leading edge of the wing, and the rear spar 3112 is located at a chord length of about 65% from the leading edge of the wing. The front beams 3111 of the two tilting wings 31 as one rotation shaft traverse the frame 1 through mounting bearings mounted on both side frames at the lower part of the front end of the frame 1; the rear beams 3112 of the two tilting wings 31 are also one continuous beam, the middle section of the rear beams 3112 is kept under the frame 1 and is connected with the frame through a driving device, the lower end of the driving device is hinged to the rear beams 3112, the upper end of the driving device is hinged to the upper edges of frames on two sides of the frame 1, the tilting wings 31 can rotate around the front beams 3111 in the range of 0-90 degrees under the driving of the driving device, and when the tilting wings 31 rotate to the rear beams 3112 are contacted with the lower surface of the frame 1, locking is achieved to assist the front beams 3111 to support the frame, lifting force is transmitted, load of the front beams 3111 is reduced, and service life is prolonged.

Further, the driving device comprises a telescopic device hinged on the rear beam 3112 and the frame 1. The tilting wing 31 rotates around the front beam 3111 by telescoping of the telescoping device, so that the tilting wing assembly 3 is switched between the landing mode and the front flying mode. In other embodiments, the tilting wing assembly 3 may be further driven by a servo motor mounted at the front end of the frame 1, and the worm gear mechanism is driven by the servo motor to drive the front beam 3111 to rotate and lock at 0-90 degrees.

In addition, the span length of the tilting airfoil 31 in the left-right direction is L, and the mounting point of the auxiliary propeller 32 is spaced from the root of the tilting airfoil 31 by a distance a, so that 0.4L is equal to or less than a and equal to or less than 0.5L, so that two auxiliary propellers 32 mounted on both sides of the front end of the frame and the main propeller 2 mounted on the rear end of the frame form a three-point power layout. The auxiliary propellers 32 on the tilting wings 31 on the two sides of the front end of the frame 1 and the main propellers 2 on the rear end of the frame 1 form a three-point power layout, and based on a three-point balance principle, the aircraft 1000 has enough pitching and rolling static stability redundancy in vertical take-off and landing and hovering states, and pitch and rolling are controlled through speed change and differential motion of the two auxiliary propellers 32. On this basis, the rotation diameter of the auxiliary propeller 32 is smaller than the length of the tilting wing 31, so that the air flow can cover the tilting wing 31 when the auxiliary propeller 32 rotates, and the tilting wing 31 is subjected to lift-increasing effect.

In addition, in the present embodiment, two of the tilting wings 31 are installed at both sides of the front end of the frame 1, and the distance between the tilting wings and the main rotor 2 installed at the rear end of the frame 1 is required to satisfy the following two conditions: first, a distance of at least 0.5m is reserved between the front edge of the projection surface when the main rotor 2 rotates and the rear edge of the tilting airfoil 31 when the main rotor 2 is in the forward flight mode, and second, a distance of at least 0.5m is reserved between the front edge of the projection surface when the main rotor 2 rotates and the rear edge of the projection surface when the auxiliary rotor 32 rotates on the tilting airfoil 31 when the main rotor 2 is in the landing mode. The objective is to minimize the air flow interference between the main rotor 2 and the auxiliary rotor 32 during the landing mode, and to generate a significant lift-increasing effect on the tilting airfoil 31 by the downwash air flow generated by the main rotor 2 during the forward flight mode.

In this embodiment, a rotation shaft is mounted on the rib 3113 between 50% and 100% span of the rear beam 3112 of the tilting wing 31 and is fixedly connected to the aileron 312, so that the aileron 312 has a rotation angle β, and β is greater than or equal to-30 ° and less than or equal to-30 °. The wing span length of the tilting airfoil 31 in the left and right directions is L, the chord length in the front and rear directions is C, the length of the aileron 312 in the left and right directions is B, and the width is D, so that B is more than or equal to 0.3L and less than or equal to 0.5L, and D is more than or equal to 0.3C and less than or equal to 0.4C. In the landing mode, the ailerons mounted on the two tilting wings on both sides of the frame can provide yaw rotation moment for the aircraft by differential motion; in the forward flight mode, the ailerons may provide pitch and roll moments to the aircraft by co-rotating or differential motion.

Furthermore, the aircraft 1000 is movably provided with a landing gear at a position at the bottom of the frame 1, so that on a movable stroke of the landing gear, the landing gear has a storage position attached to the frame 1 and a support position movable to a position below the frame 1 to support the aircraft 1000 against a support surface. The landing gear is movably arranged to retract and retract the landing gear, so that the air resistance of the landing gear on the way of the flight of the aircraft 1000 is reduced, and the influence of the air resistance on the flight of the aircraft 1000 is avoided.

Further, the landing gear includes a nose landing gear 4 mounted to the tilting wing 31 and a rear landing gear 5 movably mounted to the rear end of the frame 1. Specifically, the root of the tilting wing 31 is provided with the nose landing gear 4 along the front-rear chord direction, the nose landing gear 4 rotates synchronously with the tilting wing 31 around the left-right axis so that in the landing mode, the nose landing gear 4 rotates to a vertical position along with the tilting wing 31, and the aircraft 1000 is supported by a supporting surface under the frame 1; in the forward flight mode, the nose landing gear 4 rotates backward with the tilting wing 31 to a horizontal position so as to be attached to and stored on both sides of the bottom of the frame. When the tilt wing assembly 3 is in the landing mode, the nose landing gear 4 rotates with the tilt wing 31 to a vertical position, providing support for the aircraft 1000; when the tilt wing assembly 3 is in the forward flight mode, the nose landing gear 4 rotates with the tilt wing 31 rearward and upward to a position approximately parallel to the fuselage to reduce aerodynamic drag. In particular, in the embodiment of flight and storage or transport, the aircraft 1000 may lock the nose landing gear 4 on both sides of the frame 1 after rearward rotation to compress the space size.

In addition, rear landing gears 5 are hinged on both sides of the rear end of the frame 1, so that the rear landing gears 5 can rotate along the left-right direction axis of the hinge, and the rear landing gears 5 have a storage position attached to both sides of the frame 1 in a forward rotation manner, a support position rotated downward to support the aircraft 1000 against a support surface, and a flying position rotated backward to a horizontal direction on the rotation stroke of the rear landing gears 5; the tail end of the rear landing gear 5 is provided with a vertical tail wing 51, and the vertical tail wing 51 is provided with a steering rudder, and when the rear landing gear 5 is positioned at the flying position, the vertical tail wing 51 is vertically arranged to control the heading of the aircraft 1000. The rear landing gear 5 is mounted on both sides of the rear end of the frame 1 by means of a hinge, and is connected to the fuselage by means of a driving member and a link mechanism, so that the rear landing gear 5 can be rotated 160 degrees and switched between the storage position, the supporting position and the flying position. When the aircraft 1000 is in a retracted and transported state, the rear landing gear 5 can drive the vertical tail 51 to rotate forward to the retracted position below the two sides of the frame 1; in the landing mode, the rear landing gear 5 rotates to the support position for use as a rear landing gear 4 to provide support for the aircraft 1000; in the forward flight mode, the rear landing gear 5 rotates upwards and backwards to a position close to parallel to the frame 1, so that the vertical tail fin 51 is in a vertical arrangement, at this time, the vertical tail fin 51 is vertically downwards in the incoming flow and the downward washing air flow generated by the main propeller 2, and the control surface of the steering rudder can deflect about the rotating shaft thereof by +/-30 degrees under the driving of the steering engine, so that the course control is realized by controlling the control surface. It will be appreciated that the tilt wing assembly 3 shares the shaft and drive means with the nose landing gear 4, and that the mounting of the vertical tail 51 on the rear landing gear 5 provides steering and landing gear 4 functions, both resulting in a lightweight construction and reduced space size for lifting and retraction. On this basis, in the present embodiment, by controlling the pitch, roll and yaw of the aircraft 1000 by manipulating the ailerons 312 and the vertical tail plane 51, a complex mechanism that requires manipulation of the pitch disk and pitch of the main rotor 2 is simplified or even replaced.

Furthermore, the main rotor 2 comprises a coaxial double rotor. The overall size is reduced while meeting the lift requirements. In this embodiment, the auxiliary propeller 32 is rotated to a nearly horizontal position to generate a pulling force, so that the coaxial double propeller can maintain a horizontal state to provide only a lifting force, thereby eliminating an additional aerodynamic resistance and power consumption generated by tilting the propeller disc to generate a pulling force component.

Furthermore, in some embodiments, the co-axial double propellers fixed at the aft end of the fuselage are provided with a forward tilt mounting angle of less than 15 degrees, i.e. the main propeller 2 is provided with a forward tilt mounting angle, and the forward tilt mounting angle is θ, θ < 15 °, so that the aircraft 1000 improves pitch stability in landing mode, in which the co-axial double propellers provide part of the thrust and achieve cyclic pitching.

The utility model also proposes a flight transportation device comprising the aircraft 1000, the specific structure of the aircraft 1000 being referred to the above embodiments. Because the flight transportation device adopts all the technical schemes of all the embodiments, the flight transportation device at least has all the beneficial effects brought by the technical schemes of the embodiments, and the description is omitted herein. The lower end of the frame 1 of the aircraft 1000 is used for hanging a load for flying and transporting. It can be appreciated that the aircraft 1000 may fly independently to a designated location as a carrying platform in an unmanned plane manner, or may be assembled with a cabin at the lower part of the frame 1 or hang cargo for air transportation to meet the multipurpose demands of users.

Specifically, the frame 1 is an elongated box structure, and does not include a cabin or a cargo compartment, the tilting wings 31 are installed in parallel on both sides of the front end of the frame 1, the main rotor 2 is installed on the rear end of the frame, a hub and a variable pitch rotor or a simplified fixed rotor of a conventional helicopter can be used, and the rotor can be folded to the upper part of the frame when parked on the ground. The rotating shaft of the propeller is fixed on the upper and lower frame structures of the frame 1 through bearings, and the transmission gear and the motor are arranged inside the frame 1. A battery, an electric tuning system, a navigation system and a flight control system are arranged in the middle of the frame 1.

In some embodiments, the frame 1 and all the components are assembled to form a complete independent unmanned aerial vehicle 1000, and the flight between the vertical take-off and landing and the designated position can be realized through a remote control or an autonomous flight control system. The cabin or the container can be installed at the lower part of the frame 1 of the aircraft 1000 as an independent module, and can be combined into a whole or separated for use according to the requirement, for this purpose, 4-6 hanging mechanisms can be fixed at two sides of the lower end of the frame 1, and 4-6 hanging mechanisms are also fixed at corresponding positions at two sides of the tops of the cabin and the container for butt installation.

In addition, elastic brackets can be installed on the front and rear sides of the bottom of the cabin combined with the aircraft 1000, and wheels, a driving motor and a control system are installed at the lower end of the elastic brackets, so that the cabin has an independent running function on land and can also be used as a trailer to be dragged by other power vehicles for running. When the cabin is combined with the aircraft 1000 on the ground, the aircraft 1000 is in a static state, the frame 1 is slightly higher than the cabin under the support of the landing gear 4, after the hanging mechanism is positioned by moving the cabin position, the landing gear 4 of the aircraft 1000 is regulated and controlled to be folded so as to reduce the height of the frame 1, and the weight pressure of the aircraft 1000 is utilized to complete the butt joint assembly and locking of the hanging mechanism.

The foregoing description is only of the preferred embodiments of the present utility model and is not intended to limit the scope of the utility model, and all equivalent structural changes made by the description of the present utility model and the accompanying drawings or direct/indirect application in other related technical fields are included in the scope of the utility model.

Claims (10)

1. An aircraft, comprising:

the rack is arranged in a forward-backward extending way;

the main propeller is arranged at the rear end of the frame; the method comprises the steps of,

the tilting wing assembly comprises two tilting wings which extend left and right and are arranged on two sides of the front end of the frame and an auxiliary propeller arranged on the tilting wings, the tilting wings comprise main wings and auxiliary wings, and the auxiliary propeller is arranged on the main wings;

the tilting wing can drive the auxiliary propeller to synchronously rotate along the left axis and the right axis, so that the tilting wing and the auxiliary propeller are in a lifting mode for providing lifting force when in a vertical setting position, and are in a forward flight mode for providing lifting force and pulling force when in a horizontal setting in a rotation process.

2. The aircraft of claim 1, wherein the main wing comprises a front beam, a rear beam, ribs and a shell, the front beams and the rear beams on two main wings on two sides of the frame are respectively connected in a left-right extending manner to form two continuous beams, two sides of the front end of the frame are respectively provided with a mounting bearing, and the front beams penetrate through the mounting bearings to mount the main wing on the frame; the rear beam is connected with the frame through a driving device, so that the tilting wing can rotate by taking the front beam as a rotating shaft under the driving of the driving device, and can be locked when the tilting wing rotates to the position that the rear beam contacts with the lower surface of the frame.

3. The aircraft of claim 1, wherein the tilting wing has a span length L in the left-right direction, and the mounting point of the secondary propeller is spaced from the root of the tilting wing by a distance a, such that a is 0.4 l.ltoreq.a.ltoreq.0.5L, so that two secondary propellers mounted on both sides of the front end of the frame and the primary propeller mounted on the rear end of the frame form a three-point power layout.

4. The aircraft of claim 1, wherein the tilting wing has a spanwise length L, a chordwise length C, the aileron is mounted at the aft end of the tilting wing and laterally near the wing tip, the aileron has a spanwise length B and a width D, 0.3 l.ltoreq.b.ltoreq.0.5l, 0.3 c.ltoreq.d.ltoreq.0.4C, and the aileron is rotatable about a lateral axis mounted at the forward end thereof on the tilting wing such that the aileron has a rotation angle β, and-30 °. Ltoreq.β.ltoreq.30 °.

5. The aircraft of claim 1, wherein a nose landing gear is mounted to the root of the tilt wing in a fore-aft chordwise direction, the nose landing gear rotating synchronously with the tilt wing about a left-right axis so that in the landing mode, the nose landing gear rotates with the tilt wing to a vertical position supporting the aircraft against a support surface below the airframe; in the forward flight mode, the nose landing gear rotates backwards along with the tilting wing to a horizontal position so as to be attached and contained on two sides of the bottom of the frame.

6. An aircraft according to claim 1, wherein rear landing gear is pivotally mounted on either side of the rear end of the frame such that the rear landing gear is pivotable about a left-right axis at the hinge such that on a pivotal stroke of the rear landing gear has a stowed position in which it is pivoted forwardly against either side of the frame, a support position in which it is pivoted downwardly to support the aircraft against a support surface, and a rearward pivoted to a horizontal flight position.

7. The aircraft of claim 6, wherein a vertical tail is mounted to a distal end of the rear landing gear and a rudder is provided on the vertical tail, the vertical tail being vertically disposed to control a heading of the aircraft when the rear landing gear is in the flight position.

8. The aircraft of claim 1, wherein the primary propeller comprises a coaxial dual propeller.

9. An aircraft according to claim 1, wherein the main rotor is provided with a forward rake angle of incidence θ, θ < 15 °.

10. A flight transportation device comprising an aircraft as claimed in any one of claims 1 to 9, the lower end of the frame of the aircraft being adapted to hold a load for flight transportation.