Combined type vertical take-off and landing aircraft

Abstract

The invention relates to the technical field of aircrafts, in particular to a combined type vertical take-off and landing aircraft, and solves the problems that a remote control type fixed wing aircraft is poor in flexibility and birds or foreign matters in the birds may impact a main power propeller in the parallel flight process of equipment. Comprising a remote control type fixed-wing aircraft. Through the four propellers facing upwards, the remote control type fixed-wing aircraft can vertically take off and land, and after the equipment starts to fly in parallel in the half air, the propellers originally facing upwards can be adjusted to face backwards through the angle adjusting mechanism, so that the overall flying speed of the equipment is increased, and the flying speed of the equipment is improved. And when the equipment flies in parallel in the air, a layer of protective net can be manufactured on the outer side of the main power propeller through the power propeller protective mechanism, the main power propeller serving as a main power source can be prevented from colliding with external foreign matter through the protective net, and by means of the technical scheme, the flexibility of the equipment is improved, and meanwhile the service life of the equipment is prolonged. And the safety is improved.

Description

Technical Field

[0001] The present invention relates to the technical field of aircraft, and in particular to a composite vertical take-off and landing aircraft. Background Art

[0002] Aircraft are devices that fly within the atmosphere or in space outside the atmosphere (outer space). Aircraft are divided into three categories: aircraft, spacecraft, rockets, and missiles. Aircraft that fly within the atmosphere are called aircraft, such as balloons, airships, airplanes, and unmanned aerial vehicles. They rely on the static buoyancy of the air or the aerodynamic force generated by the relative movement of the air to rise into the air. Spacecraft that fly in outer space are called spacecraft, such as manned spacecraft, space probes, and space shuttles. They gain the necessary speed to enter outer space under the propulsion of carrier rockets, and then rely on inertia to make orbital motion similar to that of celestial bodies.

[0003] Among them, unmanned aerial vehicles are mainly divided into two categories, namely fixed-wing unmanned aerial vehicles and rotary-wing unmanned aerial vehicles. Fixed-wing unmanned aerial vehicles and rotary-wing unmanned aerial vehicles each have their own unique advantages and disadvantages. These characteristics determine their applicability in different application scenarios. For example, fixed-wing unmanned aerial vehicles rely on the relative movement of the wings and the air to generate lift. This design enables it to maintain high efficiency when flying at high speeds. Engines such as turbojets or turbofan engines provide powerful thrust, enabling unmanned aerial vehicles to reach higher speeds. Rotary-wing unmanned aerial vehicles rely on the rotation of rotors to generate lift and can take off and land in a vertical direction without the need for a runway, which makes them highly adaptable in complex terrain and confined spaces.

[0004] However, although the fixed-wing UAVs have a faster flight speed, they require the assistance of a runway for takeoff and landing, and have poor flexibility. In addition, when the fixed-wing UAVs are flying in the air, foreign objects such as birds may collide with the power propellers that serve as the power source, thereby affecting the flight posture of the fixed-wing UAV and eventually causing the aircraft to fall. Therefore, it does not meet the existing needs. In this regard, we propose a composite vertical take-off and landing aircraft. Summary of the Invention

[0005] The object of the present invention is to provide a composite vertical take-off and landing aircraft to solve the problems raised in the above-mentioned background technology, namely, that the fixed-wing unmanned aerial vehicle has a fast flight speed but requires the assistance of a runway for take-off and landing, has poor flexibility, and that when the fixed-wing unmanned aerial vehicle is flying in the air, foreign objects such as birds may collide with the power propeller serving as the power source, thereby affecting the flight posture of the fixed-wing unmanned aerial vehicle and eventually causing the aircraft to fall.

[0006] To achieve the above-mentioned object, the present invention provides the following technical solution: a compound vertical take-off and landing aircraft, comprising a remote-controlled fixed-wing aircraft, wherein a fixed wing is fixedly mounted on both sides of an outer surface of the remote-controlled fixed-wing aircraft, and an adjustable vertical take-off and landing mechanism is mounted on the outer surface of each fixed wing, wherein the adjustable vertical take-off and landing mechanism includes two rotating rods, two compound vertical lift propellers, and an angle adjustment mechanism, wherein the two rotating rods are respectively located at the front and rear of the fixed wing, and the two compound vertical lift propellers are respectively mounted on the upper end surfaces of the two rotating rods, and the angle adjustment mechanism can synchronously drive the two rotating rods to rotate clockwise or counterclockwise about the surface facing the fixed wing;

[0007] A main power propeller is fixedly installed on the rear end face of the remote-controlled fixed-wing aircraft, and a power propeller protection mechanism is provided on the outer side of the main power propeller. The power propeller protection mechanism includes a tubular shell, two first protection brackets, four second protection brackets and two synchronous adjustment mechanisms. The two first protection brackets are respectively fixed on both sides of the outer surface of the tubular shell, and the four second protection brackets are respectively located above and below the two first protection brackets, and the surfaces of the second protection brackets facing the first protection brackets are in contact with the first protection brackets. The two synchronous adjustment mechanisms can respectively and synchronously drive the two second protection brackets located above the first protection bracket or the two second protection brackets located below the first protection bracket to rotate around the tubular shell.

[0008] Preferably, the angle adjustment mechanism includes two mounting brackets, a connecting groove is provided on one side of the outer surface of the mounting bracket, a sleeve rod is fixedly provided inside the connecting groove, a rotating shaft head is fixedly provided on the outer surface of the sleeve rod, and the two rotating shaft heads are respectively fixed between the two rotating rods.

[0009] Preferably, a strip metal shell is fixed to the lower end surface of the two mounting brackets, and an angle adjustment motor is fixedly installed on one side inside the strip metal shell. The output shaft of the angle adjustment motor is connected to the adjustment shaft through a coupling, and a long shaft is provided above the adjustment shaft, and the long shaft and the adjustment shaft are connected in series through a synchronous chain.

[0010] Preferably, a first bevel gear is fixedly provided on both sides of the outer surface of the long rotating shaft, the first bevel gear is meshed with a second bevel gear, the axis of the second bevel gear is connected to the first gear rotating shaft, a third bevel gear is fixedly provided on the upper side of the outer surface of the first gear rotating shaft, the third bevel gear is meshed with a fourth bevel gear, the axis of the fourth bevel gear is connected to the second gear rotating shaft, and both ends of the second gear rotating shaft are connected to the mounting bracket through roller bearings.

[0011] Preferably, a second gear is fixedly sleeved on one side of the outer surface of the second gear shaft, the second gear is engaged with a transmission gear, the axis of the transmission gear is connected to a gear positioning shaft, and both ends of the gear positioning shaft are connected to the mounting bracket through roller bearings.

[0012] Preferably, one side of the transmission gear is provided with an annular groove located on the outer surface of the rotating shaft head, the inner fixed sleeve of the annular groove is provided with a first gear meshing with the transmission gear, and the sleeve rod is located in the middle position inside the first gear.

[0013] Preferably, the power propeller protection mechanism further comprises two arc-shaped grooves, the two arc-shaped grooves being respectively located on the upper and lower end surfaces of the tubular housing, an arc-shaped metal rod being fixedly provided inside the arc-shaped groove, a spring being sleeved on the outer surface of the arc-shaped metal rod, both ends of the spring being connected to a connecting rod movably sleeved on the outer surface of the arc-shaped metal rod, and the connecting rod being located inside the arc-shaped groove;

[0014] The two second protective brackets located above the two first protective brackets are respectively fixed between the two connecting rods located inside the arc groove on the upper end surface of the tubular shell, and the two second protective brackets located below the two first protective brackets are respectively fixed between the two connecting rods located inside the arc groove on the lower end surface of the tubular shell.

[0015] Preferably, the synchronous adjustment mechanism includes a pushing motor, the output shaft of the pushing motor is connected to a threaded drive rod through a coupling, and a pushing plate is installed on one side of the outer surface of the threaded drive rod through a threaded structure. Both sides of the front end face of the first pushing plate and both sides of the rear end face of the second pushing plate from left to right are inclined surfaces, and the surface of the connecting rod facing the inclined surface is a semicircular head.

[0016] Preferably, the cross-section of the arc-shaped metal rod is a square, and the arc-shaped metal rod is slidably connected to the connecting rod.

[0017] Preferably, a guide rod is fixedly mounted on both sides of the rear end face of the first pushing plate and on both sides of the front end face of the second pushing plate from left to right, and the guide rod is movably inserted into the interior of the tubular housing.

[0018] Compared with the prior art, the present invention has the following beneficial effects:

[0019] 1. The present invention employs an adjustable vertical take-off and landing mechanism mounted on the outer surfaces of two fixed wings fixed to the outer surfaces of a remote-controlled fixed-wing aircraft. Two compound vertical take-off and landing propellers on the adjustable vertical take-off and landing mechanism drive the remote-controlled fixed-wing aircraft to take off and land vertically. This technical solution enables the remote-controlled fixed-wing aircraft to fly vertically up and down, thereby improving its flexibility.

[0020] 2. The present invention utilizes an angle adjustment mechanism to synchronously change the angles of the two compound vertical lift propellers, so that their orientation changes from upward to rearward, after the remote-controlled fixed-wing aircraft has reached a corresponding altitude and commenced parallel flight. This technical solution prevents the upward-facing compound vertical lift propellers from affecting the flight posture of the remote-controlled fixed-wing aircraft during parallel flight. Furthermore, the rearward-facing, rotating compound vertical lift propellers can increase the overall flight speed of the remote-controlled fixed-wing aircraft.

[0021] 3. The present invention can change the positions of four second protection brackets located above and below the two first protection brackets respectively through the power propeller protection mechanism after the remote-controlled fixed-wing aircraft is already flying parallel in mid-air, so as to move the two first protection brackets and the four second protection brackets to the six end corners outside the main power propeller respectively. The two first protection brackets and the four second protection brackets located at the six end corners outside the main power propeller can form a protection net on the outside of the main power propeller. This protection net can prevent the main power propeller, which serves as the main power source of the remote-controlled fixed-wing aircraft, from colliding with foreign objects when flying in mid-air, thereby improving the flight safety of the equipment. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] Figure 1 It is a schematic structural diagram of the present invention as a whole;

[0023] Figure 2 A front view of the present invention as a whole;

[0024] Figure 3 This is a front view of the entire device of the present invention when the composite vertical lift propeller is facing rearward;

[0025] Figure 4 For the present invention Figure 2 A magnified view of the structure at B in the middle;

[0026] Figure 5 For the present invention Figure 4 A magnified view of the structure at C in the middle;

[0027] Figure 6 For the present invention Figure 1A magnified view of the structure at point A;

[0028] Figure 7 For the present invention Figure 1 Schematic diagram of the internal structure at A in the middle;

[0029] Figure 8 For the present invention Figure 7 A magnified view of the structure at D in the middle;

[0030] Figure 9 For the present invention Figure 1 A is a schematic diagram of the structure when the four second protective brackets are opened.

[0031] In the figure: 1. Remote-controlled fixed-wing aircraft; 2. Power propeller protection mechanism; 201. Tubular housing; 202. First protection bracket; 203. Second protection bracket; 204. Arc groove; 205. Push motor; 206. Threaded drive rod; 207. Push plate; 208. Inclined surface; 209. Semicircular head; 210. Arc-shaped metal rod; 211. Spring; 212. Connecting rod; 3. Main power propeller; 4. Fixed wing; 5. Mounting bracket; 6. Connecting groove; 7. Sleeve rod; 8. Rotating shaft head; 9. Rotating rod; 10. Compound vertical lift propeller; 11. Annular groove; 12. First gear; 13. Bar-shaped metal shell; 14. Angle adjustment motor; 15. Adjusting shaft; 16. Synchronous chain; 17. Long rotating shaft; 18. First bevel gear; 19. Second bevel gear; 20. First gear rotating shaft; 21. Third bevel gear; 22. Fourth bevel gear; 23. Second gear rotating shaft; 24. Second gear; 25. Transmission gear; 26. Gear positioning shaft. DETAILED DESCRIPTION

[0032] The technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, rather than all the embodiments.

[0033] See also Figures 1 to 9, an embodiment provided by the present invention: a compound vertical take-off and landing aircraft, including a remote-controlled fixed-wing aircraft 1, a fixed wing 4 is fixedly installed on both sides of the outer surface of the remote-controlled fixed-wing aircraft 1, and an adjustable vertical take-off and landing mechanism is installed on the outer surface of the fixed wing 4, and the adjustable vertical take-off and landing mechanism includes two rotating rods 9, two compound vertical lifting propellers 10 and an angle adjustment mechanism, the two rotating rods 9 are respectively located at the front and rear of the fixed wing 4, and the two compound vertical lifting propellers 10 are respectively installed on the upper end surfaces of the two rotating rods 9, and the angle adjustment mechanism can synchronously drive the two rotating rods 9 to rotate clockwise or counterclockwise with the surface facing the fixed wing 4 as the center; the compound vertical lifting propeller 10 fixed on the upper end surface of the rotating rod 9 can drive the remote-controlled fixed-wing aircraft 1 to take off and land vertically. Through the above technical solution, the remote-controlled fixed-wing aircraft 1 can fly vertically up and down, thereby improving the flexibility of this remote-controlled fixed-wing aircraft 1.

[0034] The angle adjustment mechanism includes two mounting brackets 5, one side of the outer surface of the mounting bracket 5 is provided with a connecting groove 6, the interior of the connecting groove 6 is fixedly provided with a sleeve rod 7, the outer surface of the sleeve rod 7 is fixedly sleeved with a rotating shaft head 8, and the two rotating shaft heads 8 are respectively fixed between the two rotating rods 9; the lower end surfaces of the two mounting brackets 5 are fixed with a strip metal shell 13, and one side of the inner side of the strip metal shell 13 is fixedly installed with an angle adjustment motor 14, the output shaft of the angle adjustment motor 14 is connected to the adjustment shaft 15 through a coupling, and a long rotating shaft 17 is provided above the adjustment shaft 15, and the long rotating shaft 17 and the adjustment shaft 15 are connected in series through a synchronous chain 16; when the remote-controlled fixed-wing aircraft 1 has moved to the corresponding height and started parallel flight, the angle adjustment motor 14 will automatically start, and the angle adjustment motor 14 can drive the adjustment shaft 15 connected thereto and the long rotating shaft 17 connected in series with the adjustment shaft 15 through the synchronous chain 16 to rotate together.

[0035] A first bevel gear 18 is fixedly sleeved on both sides of the outer surface of the long rotating shaft 17, and the first bevel gear 18 is meshed with a second bevel gear 19. The axis of the second bevel gear 19 is connected to the first gear rotating shaft 20. A third bevel gear 21 is fixedly sleeved on the upper side of the outer surface of the first gear rotating shaft 20, and the third bevel gear 21 is meshed with a fourth bevel gear 22. The axis of the fourth bevel gear 22 is connected to the second gear rotating shaft 23, and both ends of the second gear rotating shaft 23 are connected to the mounting bracket 5 through roller bearings; the rotating long rotating shaft 1 7 can drive the first bevel gear 18 fixed to the outer surface of the long rotating shaft 17 and the second bevel gear 19 meshing with the first bevel gear 18 to rotate together. When the second bevel gear 19 rotates, the first gear shaft 20 connected to the axis of the second bevel gear 19 and the third bevel gear 21 fixedly sleeved on the outer surface of the first gear shaft 20 will rotate synchronously. The rotating third bevel gear 21 can drive the fourth bevel gear 22 meshing with it and the second gear shaft 23 connected to the axis of the fourth bevel gear 22 to rotate.

[0036] A second gear 24 is fixedly sleeved on one side of the outer surface of the second gear shaft 23. The second gear 24 is meshed with a transmission gear 25. The axis of the transmission gear 25 is connected to a gear positioning shaft 26. Both ends of the gear positioning shaft 26 are connected to the mounting bracket 5 through roller bearings. When the second gear shaft 23 rotates, the second gear 24 fixedly sleeved on the outer surface of the second gear shaft 23 and the transmission gear 25 meshed with the second gear 24 will rotate synchronously with it.

[0037] The gear positioning shaft 26 connected to the axis of the transmission gear 25 can prevent the transmission gear 25 from changing its position during long-term use.

[0038] One side of the transmission gear 25 is provided with an annular groove 11 located on the outer surface of the rotating shaft head 8, and the inside of the annular groove 11 is fixedly sleeved with a first gear 12 meshing with the transmission gear 25, and the sleeve rod 7 is located in the middle position of the inner side of the first gear 12; the rotating transmission gear 25 can drive the first gear 12 meshing therewith to rotate. Since the first gear 12 is fixedly sleeved inside the annular groove 11 located on the outer surface of the rotating shaft head 8, and the sleeve rod 7 for installing the rotating shaft head 8 is located in the middle position of the inner side of the first gear 12, when the first gear 12 rotates, the rotating rod 9 fixed to the outer surface of the rotating shaft head 8 will rotate with the first gear 12 as the center. When the rotating rod 9 rotates, the position of the compound vertical lifting propeller 10 fixed to the outer surface of the rotating rod 9 will change accordingly. At this time, the two rotating rods 9 are synchronously rotated clockwise. When the two rotating rods 9 are rotated ninety degrees, the angle adjustment motor 14 will be turned off. At this time, the compound vertical lifting propeller 10 originally facing upward will turn to face backward. At this time, the compound vertical lifting propeller 10 should not be turned off. The wind source generated by the rotation of the compound vertical lifting propeller 10 at this time can increase the flight speed of the remote-controlled fixed-wing aircraft 1 during flight. The above technical solution can avoid the influence of the compound vertical lifting propeller 10 facing upward on the flight posture of the remote-controlled fixed-wing aircraft 1 when the remote-controlled fixed-wing aircraft 1 is in parallel flight, and the compound vertical lifting propeller 10 facing backward and rotating can increase the flight speed of the entire device.

[0039] The above-mentioned angle adjustment mechanism can synchronously adjust the angles of the two compound vertical lifting propellers 10 through a single angle adjustment motor 14. This structure can reduce the energy consumption of the entire equipment during long-term operation, and when a power failure occurs in the angle adjustment mechanism, the fault location can be quickly identified.

[0040] A main power propeller 3 is fixedly installed on the rear end face of the remote-controlled fixed-wing aircraft 1, and a power propeller protection mechanism 2 is provided on the outside of the main power propeller 3. The power propeller protection mechanism 2 includes a tubular shell 201, two first protection brackets 202, four second protection brackets 203 and two synchronous adjustment mechanisms. The two first protection brackets 202 are respectively fixed on both sides of the outer surface of the tubular shell 201, and the four second protection brackets 203 are respectively located above and below the two first protection brackets 202, and the surfaces of the second protection brackets 203 facing the first protection brackets 202 are in contact with the first protection brackets 202. The two synchronous adjustment mechanisms can respectively and synchronously drive the two second protection brackets 203 located above the first protection bracket 202 or the two second protection brackets 203 located below the first protection bracket 202 to rotate with the tubular shell 201 as the center.

[0041] The propeller protection mechanism 2 further includes two arcuate grooves 204, which are respectively located on the upper and lower end surfaces of the tubular housing 201. An arcuate metal rod 210 is fixedly disposed inside the arcuate groove 204. A spring 211 is sleeved on the outer surface of the arcuate metal rod 210. Both ends of the spring 211 are connected to a connecting rod 212 that is movably sleeved on the outer surface of the arcuate metal rod 210, and the connecting rod 212 is located inside the arcuate groove 204.

[0042] The two second protective brackets 203 located above the two first protective brackets 202 are respectively fixed between the two connecting rods 212 located inside the arc-shaped groove 204 on the upper end surface of the tubular shell 201, and the two second protective brackets 203 located below the two first protective brackets 202 are respectively fixed between the two connecting rods 212 located inside the arc-shaped groove 204 on the lower end surface of the tubular shell 201; through the spring force of the spring 211, the two second protective brackets 203 located above and below the first protective bracket 202 are both in a state of being in contact with the first protective bracket 202, and the second protective bracket 203 located at this position will be blocked by the fixed wing 4 located in front of it. By blocking the second protective bracket 203, the second protective bracket 203 can be prevented from increasing the air resistance of the entire device during takeoff, thereby affecting the takeoff posture of the device.

[0043] The synchronous adjustment mechanism includes a pushing motor 205, the output shaft of which is connected to a threaded drive rod 206 through a coupling, and a pushing plate 207 is installed on one side of the outer surface of the threaded drive rod 206 through a threaded structure. From left to right, both sides of the front end face of the first pushing plate 207 and both sides of the rear end face of the second pushing plate 207 are inclined surfaces 208, and the surface of the connecting rod 212 facing the inclined surface 208 is a semicircular head 209; when the device has started to fly parallel in the air, the pushing motor 205 is started, and the pushing motor 205 can drive the threaded drive rod 206 connected thereto to rotate.

[0044] A guide rod is fixedly mounted on both sides of the rear end face of the first push plate 207 and on both sides of the front end face of the second push plate 207 from left to right, and the guide rods are movably inserted into the interior of the tubular housing 201. Since the guide rods inserted into the interior of the tubular housing 201 are fixed to the outer surface of the push plate 207, which is mounted on the threaded drive rod 206 via a threaded structure, the push plate 207 itself cannot rotate.

[0045] When the threaded drive rod 206 rotates, the push plate 207, which is threadedly connected to it but cannot rotate on its own, will move forward and backward under the drive of the threaded structure, and at this time, the two push plates 207 will move outward synchronously. As the push plates 207 move, the inclined surface 208 on the outer surface of the push plates 207 will contact the semicircular head 209 on the outer surface of the connecting rod 212, and push the first protective bracket 202 to move along the arc-shaped metal rod 210. As the connecting rod 212 moves, the second protective bracket 203 fixed to it will move along with it. After the four second protective brackets 203 move to the upper and lower sides of the main power propeller 3 respectively, the push motor 205 is turned off. The two first protective brackets 202 and the four second protective brackets 203 located at the six end corners outside the main power propeller 3 can form a protective net on the outside of the main power propeller 3. This protective net can prevent the main power propeller 3, which serves as the main power source, from colliding with foreign objects when the remote-controlled fixed-wing aircraft 1 is flying in mid-air, thereby improving the flight safety of the equipment.

[0046] When the connecting rod 212 is pushed, it will squeeze the spring 211 connected to it. Before the remote-controlled fixed-wing aircraft 1 starts to land, the pushing motor 205 will move the pushing plate 207 back to its original position. In the process of the pushing plate 207 moving toward its original position, the reaction force of the squeezed spring 211 can push the connecting rod 212 and the second protective bracket 203 back to their original positions. The above technical solution can prevent the second protective bracket 203 from affecting the landing of the remote-controlled fixed-wing aircraft 1.

[0047] The cross-section of the arc-shaped metal rod 210 is square, and the arc-shaped metal rod 210 is slidingly connected to the connecting rod 212; this structure can prevent the connecting rod 212 from rotating around the arc-shaped metal rod 210, thereby causing the second protective bracket 203 to be misplaced.

[0048] It will be apparent to those skilled in the art that the present invention is not limited to the details of the exemplary embodiments described above and that the invention can be embodied in other specific forms without departing from the spirit or essential characteristics of the invention. Therefore, the embodiments should be considered in all respects as illustrative and non-restrictive, and the scope of the invention is defined by the appended claims, not the foregoing description, and all variations within the meaning and range of equivalents of the claims are intended to be included therein. Any reference sign in a claim should not be construed as limiting the claim to which it relates.

Claims

1. A composite vertical take-off and landing aircraft, comprising a remote-controlled fixed-wing aircraft (1), characterized in that: A fixed wing (4) is fixedly mounted on both sides of the outer surface of the remote-controlled fixed-wing aircraft (1); an adjustable vertical take-off and landing mechanism is mounted on the outer surface of the fixed wing (4); the adjustable vertical take-off and landing mechanism comprises two rotating rods (9), two compound vertical lift propellers (10) and an angle adjustment mechanism; the two rotating rods (9) are respectively located at the front and rear of the fixed wing (4); the two compound vertical lift propellers (10) are respectively mounted on the upper end surfaces of the two rotating rods (9); and the angle adjustment mechanism can synchronously drive the two rotating rods (9) to rotate clockwise or counterclockwise with the surface facing the fixed wing (4) as the center; A main propeller (3) is fixedly mounted on the rear end face of the remote-controlled fixed-wing aircraft (1); a propeller protection mechanism (2) is provided on the outer side of the main propeller (3); the propeller protection mechanism (2) comprises a tubular housing (201), two first protection brackets (202), four second protection brackets (203), and two synchronous adjustment mechanisms; the two first protection brackets (202) are respectively fixed on both sides of the outer surface of the tubular housing (201); the four second protection brackets (203) are respectively located above and below the two first protection brackets (202); and the surfaces of the second protection brackets (203) facing the first protection brackets (202) are in contact with the first protection brackets (202); and the two synchronous adjustment mechanisms can respectively and synchronously drive the two second protection brackets (203) located above the first protection brackets (202) or the two second protection brackets (203) located below the first protection brackets (202) to rotate around the tubular housing (201).

2. The composite vertical take-off and landing aircraft according to claim 1, characterized in that: The angle adjustment mechanism comprises two mounting brackets (5), a connection groove (6) is provided on one side of the outer surface of the mounting bracket (5), a sleeve rod (7) is fixedly provided inside the connection groove (6), a rotating shaft head (8) is fixedly provided on the outer surface of the sleeve rod (7), and the two rotating shaft heads (8) are respectively fixed to the two rotating rods (9).

3. The composite vertical take-off and landing aircraft according to claim 2, characterized in that: A strip metal shell (13) is fixed to the lower end surface of the two mounting brackets (5), and an angle adjustment motor (14) is fixedly installed on one side of the interior of the strip metal shell (13). The output shaft of the angle adjustment motor (14) is connected to an adjustment shaft (15) through a coupling. A long shaft (17) is provided above the adjustment shaft (15), and the long shaft (17) and the adjustment shaft (15) are connected in series through a synchronous chain (16).

4. The composite vertical take-off and landing aircraft according to claim 3, characterized in that: A first bevel gear (18) is fixedly sleeved on both sides of the outer surface of the long rotating shaft (17), the first bevel gear (18) is meshed with a second bevel gear (19), the axis of the second bevel gear (19) is connected to the first gear rotating shaft (20), a third bevel gear (21) is fixedly sleeved on the upper side of the outer surface of the first gear rotating shaft (20), the third bevel gear (21) is meshed with a fourth bevel gear (22), the axis of the fourth bevel gear (22) is connected to the second gear rotating shaft (23), and both ends of the second gear rotating shaft (23) are connected to the mounting bracket (5) through roller bearings.

5. The composite vertical take-off and landing aircraft according to claim 4, characterized in that: A second gear (24) is fixedly sleeved on one side of the outer surface of the second gear shaft (23), and the second gear (24) is meshed with a transmission gear (25). The axis of the transmission gear (25) is connected to a gear positioning shaft (26), and both ends of the gear positioning shaft (26) are connected to the mounting bracket (5) through roller bearings.

6. The composite vertical take-off and landing aircraft according to claim 5, characterized in that: An annular groove (11) is provided on one side of the transmission gear (25) and is located on the outer surface of the rotating shaft head (8). A first gear (12) meshing with the transmission gear (25) is fixedly sleeved inside the annular groove (11), and the sleeve rod (7) is located in the middle of the inner side of the first gear (12).

7. The composite vertical take-off and landing aircraft according to claim 1, characterized in that: The power propeller protection mechanism (2) further comprises two arc-shaped grooves (204), the two arc-shaped grooves (204) being respectively located on the upper and lower end surfaces of the tubular housing (201), an arc-shaped metal rod (210) being fixedly provided inside the arc-shaped groove (204), a spring (211) being sleeved on the outer surface of the arc-shaped metal rod (210), both ends of the spring (211) being connected to a connecting rod (212) movably sleeved on the outer surface of the arc-shaped metal rod (210), and the connecting rod (212) being located inside the arc-shaped groove (204); The two second protective supports (203) located above the two first protective supports (202) are respectively fixed to the two connecting rods (212) located inside the arc-shaped groove (204) on the upper end surface of the tubular housing (201); and the two second protective supports (203) located below the two first protective supports (202) are respectively fixed to the two connecting rods (212) located inside the arc-shaped groove (204) on the lower end surface of the tubular housing (201).

8. The composite vertical take-off and landing aircraft according to claim 7, characterized in that: The synchronous adjustment mechanism comprises a push motor (205), the output shaft of the push motor (205) is connected to a threaded drive rod (206) via a coupling, a push plate (207) is mounted on one side of the outer surface of the threaded drive rod (206) via a threaded structure, both sides of the front end surface of the first push plate (207) and both sides of the rear end surface of the second push plate (207) from left to right are inclined surfaces (208), and the surface of the connecting rod (212) facing the inclined surface (208) is a semicircular head (209).

9. The composite vertical take-off and landing aircraft according to claim 7, characterized in that: The cross-section of the arc-shaped metal rod (210) is square, and the arc-shaped metal rod (210) is slidably connected to the connecting rod (212).

10. The composite vertical take-off and landing aircraft according to claim 8, characterized in that: A guide rod is fixedly mounted on both sides of the rear end face of the first pushing plate (207) and on both sides of the front end face of the second pushing plate (207) from left to right, and the guide rod is movably inserted into the interior of the tubular housing (201).

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