T-shaped tilting power distribution wing body fusion layout vertical aircraft

Abstract

The invention discloses a wing body fusion layout vertical aircraft with T-shaped tilting power distribution. The vertical take-off and landing fixed-wing aircraft is mainly applied to a power system and aerodynamic layout design of the vertical take-off and landing fixed-wing aircraft, T-shaped power distribution is formed through cooperation of the wingtip tilting rotors and the tail ducted fans, and the composite power layout form of vertical take-off and landing, hovering, transition and horizontal cruise multi-working-condition stable flight is achieved. The technology can be widely applied to the fields of unmanned aerial vehicles, general aviation aircrafts, special task platforms and the like, and is suitable for efficient flight tasks in surveying and mapping inspection, logistics transportation, emergency rescue and complex terrain environments.

Description

Technical Field

[0001] This invention belongs to the field of aerospace technology, specifically relating to a vertical takeoff and landing aircraft with a T-shaped tilt dynamic distribution and blended wing-body layout. Background Technology

[0002] Currently, vertical takeoff and landing fixed-wing aircraft technology has developed into several mature solutions, among which the "4+1" layout and tiltrotor layout are the most representative.

[0003] The former achieves power separation control through four vertical takeoff and landing rotors and one horizontal propeller. It has a simple structure, mature control algorithm, and is widely used in industrial inspection and surveying. This scheme provides lift from the multi-rotor during takeoff and landing, and provides lift and thrust from the fixed wing and horizontal propeller during cruise, thus effectively achieving the conversion between vertical and horizontal flight.

[0004] Tiltrotor configuration is another mainstream technological approach, with typical examples being the Bell-Boeing V-22 Osprey and V-280 Warrior. These aircraft feature tilt-rotor rotors at the wingtips, allowing for a smooth transition from vertical takeoff and landing (VTOL) to horizontal propulsion by changing the rotor angle, thus balancing VTOL capability with high cruise efficiency.

[0005] Although existing vertical takeoff and landing fixed-wing aircraft layouts have been widely used in various fields, they still have significant shortcomings in terms of overall aerodynamic efficiency and control. Among them, the "4+1" layout and tiltrotor layout are the two most representative schemes, and their respective limitations are prominent in engineering practice.

[0006] First, the traditional "4+1" configuration uses a multi-rotor system for vertical takeoff and landing (VTOL) missions and a separate propeller for horizontal cruise propulsion. While this approach offers advantages such as simple control and easy structural implementation, it suffers from a severe imbalance in the utilization of its propulsion system across different flight phases. During VTOL, the level-flying propeller is completely idle; during horizontal cruise, the takeoff and landing rotors no longer provide lift, becoming a passive load. This "redundant power" not only increases the overall structural weight and power consumption but also weakens the aircraft's aerodynamic performance, significantly reducing the lift-to-drag ratio and limiting range and endurance. Furthermore, the simultaneous presence of multiple propulsion systems complicates wiring, maintenance, and thermal management, hindering the platform's lightweight and modular development. As mission requirements for endurance, payload, and economy continue to increase, the efficiency bottleneck of this configuration becomes increasingly apparent.

[0007] Secondly, while tiltrotor configurations achieve a good balance between vertical takeoff and landing (VTOL) and cruise efficiency, they also present challenges due to high system complexity, difficulty in control, and high manufacturing costs. During transitional states, changes in the tilt angle cause significant shifts in the lift center and thrust vector, leading to substantial changes in pitch moment. Insufficient control allocation or power margin can easily result in attitude fluctuations or overshoot, placing stringent demands on the robustness of flight control algorithms.

[0008] In summary, while existing "4+1" and tiltrotor configurations perform well in specific missions, they still struggle to achieve a true balance between vertical takeoff and landing stability and cruise aerodynamic efficiency, particularly in terms of lightweight design and high reliability, where significant room for improvement remains. This has prompted researchers to explore novel aerodynamic configurations and other superior solutions to balance structural simplification, energy utilization, and control stability. Summary of the Invention

[0009] To address the problems of low power utilization, high aerodynamic drag, and limited endurance in the existing "4+1" layout, as well as the insufficient attitude stability and high control complexity of the traditional tiltrotor layout during the transition phase, this invention proposes a T-shaped tilt-rotor power distribution blended wing-body vertical takeoff and landing aircraft.

[0010] This invention can be achieved through the following technical solutions: A vertical takeoff and landing (VTOL) aircraft with a T-shaped tilt-body power distribution and a blended wing-body layout includes a fuselage, wings, a T-shaped tilt-body power system, a tail, and supports. The fuselage provides the necessary loading capacity, while the wings provide lift during the horizontal cruise phase and partial lift during the transition phase. The fuselage and wings adopt a blended wing-body layout, smoothly transitioning into an integrated shell. The T-shaped tilt-body power system comprises two tilt rotors located at the wingtips and a ducted fan located at the tail of the fuselage, with the two tilt rotors and the ducted fan intersecting to form a "T" shape. The tilt rotors provide the main lift during VTOL, hovering, and transition phases, and provide power during the cruise phase. The ducted fan generates controllable pitch moments to achieve attitude balance and moment compensation during VTOL, hovering, and transition phases. The tail provides the necessary pitch and yaw stability and controllability. The supports provide support for the aircraft when it is not in operation on the ground. The advantage of the blended wing-body layout adopted in this invention is that the layout, which is significantly different from the conventional wing-body layout, has better cruise aerodynamic performance and can effectively improve the aircraft's range and energy utilization.

[0011] Furthermore, the tilting rotor includes a base and a rotor structure; the tilting mode is either that the base and the rotor structure tilt together or that the base remains fixed while only the rotor structure rotates.

[0012] Furthermore, the base is ellipsoidal, square, or streamlined in shape, and its dimensions are determined by the dimensions of the tilting shaft and the structural strength of the wing. The rotor structure contains a rotor and a motor. The motor drives the rotor to rotate and generate thrust. The rotor has 2, 3, or 4 blades. The blade shape, disk diameter, and pitch are determined by the aircraft's thrust requirements. The model and size of the motor are determined by the aircraft's thrust requirements.

[0013] Furthermore, the specific dimensions of the ducted fan and its position at the tail are determined by the torque required for vertical take-off and landing, hovering, and transition phases; the connection between the propeller inside the ducted fan and the fuselage is a single link, a T-shaped double link, or a cross-shaped double link.

[0014] Furthermore, the tail section includes a horizontal tail and a vertical tail, forming a conventional cross or V shape; the horizontal tail is mounted on the top, sides, or rear of the fuselage, and in principle should not affect the function of the tail ducted fan, with its specific geometry determined by the pitch stability and maneuverability required by the aircraft; the vertical tail is mounted on the top, sides, or rear of the fuselage, and in principle should not affect the function of the tail ducted fan, with its specific geometry determined by the yaw stability and maneuverability required by the aircraft.

[0015] Furthermore, the tail fin is in the form of a V-tail, installed on the top, sides or rear of the fuselage. In principle, it should not affect the function of the tail ducted fan. The specific geometric shape is determined by the pitch and yaw stability and maneuverability required by the aircraft.

[0016] Furthermore, the support includes a main support and a secondary support, which are support rods and landing gear; the main support bears most of the weight and is a double or more support structure, and its horizontal position is usually located near the center of gravity of the aircraft; the secondary support provides auxiliary support and is a single or double support structure, and its horizontal position is determined by the main support.

[0017] Furthermore, the sweep angle of the wing must be less than or equal to 5°, and the forward sweep angle must also be less than or equal to 5°.

[0018] Furthermore, during the vertical takeoff, landing, and hovering phases of the aircraft, the tilt rotors are rotated to the vertical takeoff position to provide the main lift, while the ducted fans are turned on to generate pitch torque to balance the attitude; the aircraft achieves minute attitude adjustments through the angle of the tilt rotors and the speed difference of the motors.

[0019] Furthermore, during the aircraft's level cruise phase, the tilt rotors are rotated to level flight to provide thrust, while the ducted fans are shut down or operated at low power; the aircraft achieves stable cruise through control surfaces on the fuselage.

[0020] Furthermore, during the transition phase of the aircraft, the tiltrotor gradually rotates from the vertical takeoff state to the level flight state, gradually shifting from providing lift to providing thrust, while the power of the ducted fan is gradually reduced. The landing transition phase is the exact opposite. Through T-shaped thrust coordination control, dynamic balance and continuous attitude changes are ensured, without sudden torque or attitude oscillations.

[0021] The beneficial effects of this invention compared to existing technologies Compared with conventional tiltrotor aircraft, this invention has significant advantages, especially in 1) the wide fuselage of the blended wing-body layout provides ample space for the installation of the tail auxiliary power unit, which enables the aircraft to achieve higher safety and flight efficiency in terms of attitude stability during vertical take-off and landing, hovering, and transition phases, as well as high aerodynamic performance during the horizontal cruise phase; 2) better aerodynamic performance during the cruise phase, resulting in higher energy utilization and endurance.

[0022] Conventional tiltrotor aircraft face pitch instability issues during vertical takeoff and landing (VTOL), hovering, and transition phases. Because tiltrotor configurations rely on differential thrust to adjust pitch attitude, during the transition phase, the center of lift shifts significantly with changes in rotor angle, leading to unstable pitch moments. This makes attitude adjustment extremely complex during the vertical-to-horizontal transition, requiring the flight control system to continuously and dynamically adjust thrust distribution to maintain stability. This not only increases the design complexity of the flight control system but also increases the risk of loss of control during the transition, potentially even resulting in accidents. In contrast, this invention solves this problem by employing a T-shaped tilt thrust distribution. During VTOL and hovering, the ducted fan provides independent pitch moment compensation, making the aircraft's attitude more stable and eliminating reliance on the differential thrust of the tiltrotor for dynamic adjustments. During the transition phase, it smoothly compensates for the pitch moment changes caused by the shift in the center of lift through adjustable thrust output, thereby ensuring attitude stability during the transition. This design effectively reduces the risk of pitch instability or loss of control during the transition.

[0023] Conventional tiltrotor aircraft leverage the superior aerodynamic performance of fixed-wing aircraft during the horizontal cruise phase. This invention employs a blended wing-body configuration, further enhancing the aerodynamic advantages of fixed-wing aircraft. The blended wing-body design, through a smooth transition between the wing and fuselage, not only reduces aerodynamic drag at the traditional wing-fuselage junction but also generates lift for the entire aircraft. Compared to conventional tiltrotor aircraft, the blended wing-body configuration effectively reduces induced drag and improves the lift-to-drag ratio, thus significantly enhancing aerodynamic performance during the cruise phase. Furthermore, the blended wing-body configuration provides sufficient space for the installation of an auxiliary ducted fan at the tail, which is impossible on conventional tiltrotor aircraft due to the presence of a conventional tail fin. Attached Figure Description

[0024] Figure 1 This is a front view of the layout of the present invention; Figure 2 This is the left view of the layout of the present invention; Figure 3 This is a top view of the layout of the present invention; Figure 4 This is a schematic diagram of the vertical lifting and hovering stages of this invention patent; Figure 5 This is a schematic diagram of the horizontal cruise phase of the present invention; Figure 6 This is a schematic diagram of the transition phase of the present invention. Detailed Implementation

[0025] The following specific embodiments illustrate the implementation of the present invention. Those skilled in the art can easily understand other advantages and effects of the present invention from the content disclosed in this specification. Specific Implementation Example 1 See Figure 1-3 This embodiment provides a vertical takeoff and landing aircraft 1 with a T-shaped tilt dynamic distribution wing-body blended layout; The T-shaped tilt-powered blended wing-body vertical takeoff and landing aircraft 1 includes a fuselage 2, wings 3, a T-shaped tilt-powered tail 5 and a support 6. The fuselage 2 provides the necessary loading functions for the aircraft; payloads, onboard equipment, and power sources are typically housed within the fuselage 2. The wing 3 provides lift during the aircraft's horizontal cruise phase and some lift during the transition phase. The fuselage 2 and wing 3 adopt a blended wing-body layout, smoothly transitioning into a single integrated shell. The two-dimensional cross-sectional shape, width, chord lengths of each section, and twist angle of the fuselage 2 are determined by the aircraft's loading requirements. The two-dimensional cross-section of the wing 3 consists of different airfoils, either existing or newly designed. Their relative positions, spanwise length, dihedral angle, sweep angle, chord lengths of each section, and twist angle are determined by the aerodynamic performance and structural strength requirements of the aircraft, with the sweep angle required to be less than or equal to 5°.

[0027] Among them, the T-shaped tilt rotor 4 includes a wingtip tilt rotor 7 and a tail ducted fan 8, with the two wingtip tilt rotors 7 and the tail ducted fan 8 intersecting to form a "T" shape. The wingtip tilt rotor 7 provides the main lift during vertical takeoff and landing, hovering, and transition phases, and provides power during cruise. It is installed at the wingtip of the wing 3. It includes a base 9 and a rotor structure 10. The tilting form can be that the base 9 and the rotor structure 10 tilt together, or the base 9 remains fixed and only the rotor structure 10 rotates, preferably the latter. The shape of the base 9 can be ellipsoidal, square, streamlined, etc., and its size is determined by the size of the tilting shaft and the structural strength of the wing 3. The rotor structure 10 contains a rotor 11 and a motor 12. The motor 12 drives the rotor 11 to rotate and generate thrust. The rotor 11 can have 2, 3, or 4 blades, etc. The blade shape, disk diameter, and pitch are determined by the thrust requirements of the aircraft. The model and size of the motor 12 are determined by the thrust requirements of the aircraft. The tail ducted fan 8 generates a controllable pitch moment to achieve attitude balance and torque compensation during vertical takeoff and landing, hovering and transition phases. Its specific size and position at the tail are determined by the amount of torque it provides required during vertical takeoff and landing, hovering and transition phases. The connection part 13 between the propeller inside the tail ducted fan 8 and the fuselage can be a single link, a T-shaped double link or a cross-shaped double link, etc., preferably a T-shaped double link. The tail fin 5 provides the pitch and yaw stability and controllability required by the aircraft; it includes a horizontal tail fin 14 and a vertical tail fin 15; the horizontal tail fin 14 can be installed above, on the sides or rear of the fuselage 2, and in principle should not affect the function of the tail ducted fan 8, the specific geometry of which is determined by the pitch stability and controllability required by the aircraft; the vertical tail fin 15 can be installed above, on the sides or rear of the fuselage 2, and in principle should not affect the function of the tail ducted fan 8, the specific geometry of which is determined by the yaw stability and controllability required by the aircraft; the tail fin 5 can also be in the form of a V-tail, which can be installed above, on the sides or rear of the fuselage 2, and in principle should not affect the function of the tail ducted fan 8, the specific geometry of which is determined by the pitch and yaw stability and controllability required by the aircraft. Among them, support 6 is the support for the aircraft when it is not in operation on the ground; it includes main support 16 and secondary support 17, which can be support rods, landing gear, etc.; main support 16 needs to bear most of the weight and can be a double or more support structure, preferably a double support structure; its horizontal position is usually located near the center of gravity of the aircraft, which can be in front of or behind the center of gravity, preferably aligned with the horizontal direction of the aircraft's center of gravity relative to the aircraft's center of gravity, that is, if the center of gravity of the aircraft is close to the nose, then the main support 16 is located in front of the center of gravity; secondary support 17 provides auxiliary support and can be a single or double support structure, preferably a single support structure; its horizontal position is determined by the main support; The T-shaped tilt-dynamic distribution blended wing-body vertical takeoff and landing aircraft 1 can operate in the following three ways: (1) During the vertical takeoff, landing, and hovering phases of the aircraft, see Figure 4In the vertical direction, the wingtip tiltrotor 7 is rotated to a vertical position, providing the main lift. Simultaneously, the tail ducted fan 8 is activated to generate auxiliary lift. When the total lift is greater than, less than, or equal to gravity, the aircraft can achieve takeoff, landing, and hovering, respectively. In the pitch direction, because the center of gravity is closer to the wingtip tiltrotor 7, the lever arm of the wingtip tiltrotor 7 relative to the center of gravity is smaller than that of the tail ducted fan 8. Therefore, the pitch moment generated by the wingtip tiltrotor 7 relative to the center of gravity is equal to that generated by the tail ducted fan 8 relative to the center of gravity, allowing the aircraft to maintain pitch stability. In the yaw direction, because the tail ducted fan 8 rotates in one direction, it generates a yaw moment on the aircraft. However, because the force of the tail ducted fan is relatively small, the generated moment is also small. Therefore, it can be balanced by relying solely on the wingtip tiltrotor 7 on one side for angle deflection and increased power. Furthermore, the aircraft is in a state of three-force equilibrium at this time, exhibiting strong stability. Meanwhile, the aircraft 1 can make minute attitude adjustments by tilting the rotor 7 at the wingtips and by adjusting the speed difference of the motor 12.

[0028] (2) During the horizontal cruise phase of the aircraft, see Figure 5 At this point, the aircraft has reached a certain speed. The wing-body section generates lift to balance gravity, rotating the wingtip tiltrotor 7 to a level flight state. This reduces the speed of the motor 12, providing a level flight thrust that is relatively smaller than the thrust in the vertical takeoff state, thus balancing the aircraft's drag. Because the power of the wingtip tiltrotor 7 is reduced, the energy consumption of the aircraft in level flight is lower. Simultaneously, due to the blended wing-body configuration, drag is further reduced, resulting in even lower level flight energy consumption and increased cruise range. In level cruise, the aircraft 1 achieves stable cruise through the wings 3 and tail 5. The wings 3 are used for roll static stability, the horizontal stabilizer 14 in the tail 5 is used for pitch static stability, and the vertical stabilizer 15 in the tail 5 is used for yaw static stability. During level cruise, aircraft 1 changes attitude through control surfaces on its fuselage. The ailerons on wing 3 adjust the roll attitude, the elevators on tail 5 adjust the pitch attitude, and the rudders on tail 5 adjust the yaw attitude. The tail ducted fan 8 can be shut off for most of the time during level cruise to save energy. However, it can be activated in the event of gusts to generate a pitching moment relative to the center of gravity, achieving a rapid attitude change.

[0029] (3) During the aircraft transition phase, see Figure 6The wingtip tilt rotor 7 is gradually rotated from a vertical takeoff state to a level flight state, while the power of the wingtip tilt rotor 7 is gradually reduced. The thrust generated by its rotor 11 is gradually transformed from lift to balance the vertical takeoff weight to thrust to balance the drag of level flight. Simultaneously, the power of the tail ducted fan 8 is gradually reduced to eliminate the pitching moment it generates for balancing. As the UAV mode gradually changes, its level flight speed gradually increases. At this point, the wing-body section begins to gradually generate lift to balance gravity, while the wing 3 and tail 5 begin to gradually generate moments to maintain stability in all directions. The landing transition phase is completely reversed. Through T-shaped thrust coordination control, power and torque balance and continuous attitude changes are ensured, without sudden torque or attitude oscillations.

[0030] The present invention proposes a T-shaped tilt-dynamic distribution blended wing-body vertical takeoff and landing aircraft, which achieves high stability during the vertical takeoff phase, high aerodynamic efficiency during the cruise phase, and lightweight structure, providing a high-performance engineering solution for multi-mission aircraft. Specific Implementation Example 2 A small, long-cross-shaped, dual-tilt-rotor, vertical takeoff and landing (VTOL) aircraft with a wingspan of 3m and a takeoff weight of 25kg was used as a sample. This aircraft adopts a blended wing-body configuration. The fuselage symmetry plane uses the NACA 4412 airfoil with a chord length of 2m and a twist angle of 0°. The outer wing root uses the NACA 4410 airfoil with a chord length of 0.4m and a twist angle of 4°. The tail rotor has a diameter of 0.2m, and the pivot is mounted horizontally 1.85m from the nose. The tail section uses a combination of twin vertical tails and a single horizontal tail, with the horizontal tail having a surface area of ​​0.2m². 2 The vertical tail fin has a total area of ​​0.2m². 2 The wingspan is 3m, with the leading edge of the outer wing root located 0.7m from the nose. It is a high-wing configuration, with the leading edge 0.1m vertically from the nose leading edge. The outer wingtip uses the NACA4410 airfoil with a chord length of 0.2m and a twist angle of -2°. The overall leading edge sweep angle of the outer wing is 0°, and the dihedral angle is 2°. The main tiltrotor rotates only the rotor structure, with an ellipsoidal base, three blades, and a rotor disk diameter of 1.0m. The support system is a landing gear configuration. The main support is a double-support structure located in front of the center of gravity, providing a total of 90% of the support force when the aircraft is stationary. The secondary support is a single-support structure located behind the center of gravity, providing 10% of the support force when the aircraft is stationary.

[0032] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A vertical takeoff and landing aircraft with a T-shaped tilt-dynamic distribution and blended wing-body configuration, characterized in that, Including the fuselage, wings, T-shaped tilt-rotor propulsion system, tail and support; The fuselage provides the necessary loading functions for the aircraft, and the wings provide lift during the horizontal cruise phase and part of the lift during the transition phase; the fuselage and wings adopt a blended wing-body layout, smoothly transitioning into an integrated shell. The T-shaped tilt propulsion system includes two tilt rotors located at the wingtips and a ducted fan located at the tail of the fuselage. The two tilt rotors and the ducted fan are arranged in a "T" shape. The tilt rotor provides the main lift during vertical takeoff and landing, hovering and transition phases, and undertakes the power function during cruise phase; The ducted fan generates a controllable pitch moment to achieve attitude balance and torque compensation during vertical take-off and landing, hovering and transition phases; The tail section provides the aircraft with the necessary pitch and yaw stability and maneuverability; The support refers to the support provided to the aircraft when it is not in operation on the ground.

2. The vertical takeoff and landing aircraft with a T-shaped tilt dynamic distribution and blended wing-body configuration according to claim 1, characterized in that, The tilting rotor includes a base and a rotor structure; the tilting mode is either that the base and rotor structure tilt together or that the base remains fixed while only the rotor structure rotates.

3. A vertical takeoff and landing aircraft with a T-shaped tilt-dynamic distribution and blended wing-body configuration according to claim 2, characterized in that, The base is ellipsoidal, square, or streamlined in shape, and its size is determined by the size of the tilting shaft and the structural strength of the wing. The rotor structure contains a rotor and a motor. The motor drives the rotor to rotate and generate thrust. The rotor has 2, 3, or 4 blades. The blade shape, disk diameter, and pitch are determined by the thrust requirements of the aircraft. The model and size of the motor are determined by the thrust requirements of the aircraft.

4. A vertical takeoff and landing aircraft with a T-shaped tilt dynamic distribution and blended wing-body configuration according to claim 1, characterized in that, The specific dimensions of the ducted fan and its position at the tail are determined by the torque required for vertical take-off and landing, hovering, and transition phases. The connection between the propeller inside the ducted fan and the fuselage is a single link, a T-shaped double link, or a cross-shaped double link.

5. A vertical takeoff and landing aircraft with a T-shaped tilt dynamic distribution and blended wing-body configuration according to claim 1, characterized in that, The tail section includes a horizontal tail and a vertical tail, forming a conventional cross or V shape. The horizontal tail is mounted on the top, sides, or rear of the fuselage and, in principle, should not affect the function of the tail ducted fan. Its specific geometry is determined by the pitch stability and maneuverability required by the aircraft. The vertical tail is mounted on the top, sides, or rear of the fuselage and, in principle, should not affect the function of the tail ducted fan. Its specific geometry is determined by the yaw stability and maneuverability required by the aircraft.

6. A vertical takeoff and landing aircraft with a T-shaped tilt dynamic distribution and blended wing-body configuration according to claim 1, characterized in that, The support includes a main support and a secondary support, which are support rods and landing gear; the main support bears most of the weight and is a double or more support structure, and its horizontal position is usually located near the center of gravity of the aircraft; the secondary support provides auxiliary support and is a single or double support structure, and its horizontal position is determined by the main support.

7. A vertical takeoff and landing aircraft with a T-shaped tilt dynamic distribution and blended wing-body configuration according to claim 1, characterized in that, The sweep angle of the wing must be less than or equal to 5°, and the forward sweep angle must also be less than or equal to 5°.

8. A vertical takeoff and landing aircraft with a T-shaped tilt-dynamic distribution and blended wing-body configuration according to claim 1, characterized in that, During the vertical takeoff, landing, and hovering phases of the aircraft, the tilt rotor is rotated to the vertical takeoff position to provide the main lift, while the ducted fan is turned on to generate pitching moment to balance the attitude. The aircraft achieves minute attitude adjustments by tilting the rotor angle and the difference in motor speed.

9. A vertical takeoff and landing aircraft with a T-shaped tilt dynamic distribution and blended wing-body configuration according to claim 1, characterized in that, During the horizontal cruise phase of the aircraft, the tilt rotor is rotated to level flight to provide thrust, while the ducted fan is turned off or operated at low power; the aircraft achieves stable cruise through the control surfaces on the fuselage.

10. A vertical takeoff and landing aircraft with a T-shaped tilt dynamic distribution and blended wing-body configuration according to claim 1, characterized in that, During the transition phase of the aircraft, the tiltrotor gradually rotates from the vertical takeoff state to the level flight state, gradually switching from providing lift to providing thrust, while the power of the ducted fan is gradually reduced. The landing transition phase is the exact opposite. Through T-shaped thrust coordination control, dynamic balance and continuous attitude change are ensured, without sudden torque or attitude oscillation.

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