A twin-engine full-vector multi-mode aircraft and flight system

Abstract

The present invention relates to the field of aerospace technology, and in particular to a twin-engine full-vector multi-mode aircraft and flight system. The aircraft comprises: a fuselage, wherein the front and rear parts of the fuselage are respectively connected to full-vector power modules; the full-vector power modules are provided in two groups, one in front and one in the rear, respectively connected to the fuselage, and are respectively used to provide front and rear power vectors for the aircraft, and the front and rear groups of the full-vector power modules cooperate with each other to realize the multi-mode flight of the aircraft. The present application realizes the multi-mode flight of the aircraft through the full-vector power modules provided at the front and rear, with various flight postures, and all actions are completed by relying on two full-vector power modules, realizing full utilization of the load.

Description

Technical Field

[0001] The present invention relates to the field of aerospace technology, and in particular to a twin-engine full-vector multi-mode aircraft and a flight system. Background Art

[0002] Currently, due to the simple structure and mature control of multi-rotor drones, many industries use multi-rotor drones for missions. Most of these industries are satisfied with conventional multi-rotors and lack the enthusiasm to explore new configuration drones, thus ignoring the potential market value that many new configuration drones can bring.

[0003] In terms of sports performances and entertainment, traditional fancy performance aircraft are fixed-wing type, and airflow must pass over the wing surface to provide lift, so the aircraft must fly continuously without pausing or being still, which limits the richness of fixed-wing fancy movements. In terms of logistics and transportation, the combination of multi-rotor and fixed-wing is widely used in the market. When taking off, the quad-rotor provides power for this type of drone, and the wings and propulsion engines waste the payload. When flying in fixed-wing mode, the quad-rotor power is turned off, and the four motors waste the payload.

[0004] It can be seen from this that current UAVs either have a variety of flight postures but suffer from a waste of payload, or the payload can be effectively utilized but the flight posture is relatively single. There is a contradiction between the two, and it is impossible to fully utilize the payload in a variety of flight postures. Summary of the invention

[0005] The present invention provides a twin-engine full-vector multi-mode aircraft and a flight system, which can solve the problem that the prior art cannot fully utilize the payload under various flight postures.

[0006] The present invention is implemented as follows: a twin-engine full-vector multi-mode aircraft, comprising:

[0007] A fuselage, wherein the front and rear parts of the fuselage are respectively connected to the full vector power module;

[0008] The full vector power module is provided with two groups, one front and one rear, respectively connected to the fuselage, and respectively used to provide front and rear power vectors for the aircraft. The front and rear groups of the full vector power modules cooperate with each other to realize the multi-modal flight of the aircraft.

[0009] In another embodiment of the present invention, a flight system using the above-mentioned aircraft is also provided, the system comprising:

[0010] A twin-engine full-vector multi-mode aircraft as described above; and

[0011] The control terminal is used to communicate with the control circuit board of the aircraft through the communication module of the aircraft to control the flight of the aircraft.

[0012] The present invention relates to the field of aerospace technology, and in particular to a twin-engine full-vector multi-mode aircraft and a flight system. The aircraft includes a fuselage and a full-vector power module, wherein the full-vector power module includes a front full-vector power module and a rear full-vector power module. The present application realizes the multi-mode flight of the aircraft through the full-vector power modules arranged at the front and rear, and the flight postures are diverse. All actions are completed by two full-vector power modules, which solves the contradiction between full utilization of the load and diversity of flight postures. BRIEF DESCRIPTION OF THE DRAWINGS

[0013] Figure 1 A structural full view of a twin-engine full-vector multi-mode aircraft provided by an embodiment of the present invention;

[0014] Figure 2 A full view of the full vector module structure of a twin-engine full vector multi-mode aircraft provided by an embodiment of the present invention;

[0015] Figure 3 A full view of the full vector module components of a twin-engine full vector multi-mode aircraft provided by an embodiment of the present invention;

[0016] Figure 4 A second disassembled view of a full vector module of a twin-engine full vector multi-mode aircraft provided in an embodiment of the present invention;

[0017] Figure 5 A disassembled axonometric diagram of a full vector module of a twin-engine full vector multi-mode aircraft provided in an embodiment of the present invention;

[0018] Figure 6 A cabin layout diagram of a twin-engine full-vector multi-mode aircraft provided in an embodiment of the present invention;

[0019] Figure 7 A circuit connection diagram of a twin-engine full-vector multi-mode aircraft provided by an embodiment of the present invention;

[0020] Figure 8 A full view of vector deflection of a twin-engine full-vector multi-mode aircraft provided by an embodiment of the present invention;

[0021] Fig. 9 A schematic diagram of a twin-engine full-vector multi-mode aircraft in fixed-wing level flight provided by an embodiment of the present invention;

[0022] Fig.10 A schematic diagram of a twin-engine full-vector multi-mode aircraft hovering horizontally provided in an embodiment of the present invention;

[0023] Fig.11 A schematic diagram of a vertical hovering twin-engine full-vector multi-mode aircraft provided in an embodiment of the present invention;

[0024] Fig.12 A schematic diagram of a twin-engine full-vector multi-mode aircraft tilting and hovering provided by an embodiment of the present invention;

[0025] Fig.13 A schematic diagram of a twin-engine full-vector multi-mode aircraft fixed-wing level flight transition provided by an embodiment of the present invention;

[0026] Fig.14 A schematic diagram of vertical hovering transition of a twin-engine full-vector multi-mode aircraft provided in an embodiment of the present invention;

[0027] Fig.15 A schematic diagram of horizontal hovering transition of a twin-engine full-vector multi-mode aircraft provided in an embodiment of the present invention;

[0028] Fig.16 A schematic diagram of a twin-engine full-vector multi-mode aircraft performing a ladder somersault according to an embodiment of the present invention;

[0029] Fig.17 A schematic diagram of directional throwing of a twin-engine full-vector multi-mode aircraft provided by an embodiment of the present invention;

[0030] Fig.18 A schematic diagram of reverse throwing of a twin-engine full-vector multi-mode aircraft provided in an embodiment of the present invention;

[0031] Fig.19 A schematic diagram of a Z-shaped throw of a twin-engine full-vector multi-mode aircraft provided in an embodiment of the present invention;

[0032] Fig. 20 A schematic diagram of alternating horizontal suspension of a twin-engine, full-vector, multi-mode aircraft provided in an embodiment of the present invention.

[0033] In the attached drawings: 100, engine base assembly; 101, fairing; 102, nut; 103, washer; 104, fairing base; 105, brushless motor; 106, second-stage servo fastening screw; 107, second-stage servo rocker arm; 108, upper reinforcing carbon sheet; 109, motor base; 110, lower reinforcing carbon sheet; 111, second-stage shaft plug; 112, motor fastening screw; 113, bidirectional propeller; 200, rudder cabin assembly; 201, rudder cabin cover; 202, second-stage servo; 203, first-stage servo; 204, rudder cabin; 300, clip ear assembly; 301, upper conformal sheet; 30 2. Clamp ear; 303. Lower conformal sheet; 304. First-stage servo fastening screw; 305. First-stage servo rocker arm; 306. Upper pin shaft; 307. First-stage shaft plug; 308. Lower pin shaft; 309. Strengthening bulkhead; 310. Left strengthening carbon sheet; 311. Right strengthening carbon sheet; 400. Fuselage; 401. Front electric regulator; 402. Battery; 403. Control circuit board; 404. Communication module; 405. Gyroscope module; 406. Rear electric regulator; 500. First wing; 600. Second wing; 700. Rear clamp ear assembly; 800. Rear rudder cabin assembly; 900. Rear base assembly. DETAILED DESCRIPTION

[0034] In order to make the purpose, technical solution and advantages of the present invention more clearly understood, the present invention is further described in detail below in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present invention and are not intended to limit the present invention.

[0035] The present invention provides a twin-engine full-vector multi-mode aircraft, which can solve the problem that the prior art cannot fully utilize the payload under various flight postures.

[0036] The specific implementation of the present invention is described in detail below in conjunction with specific embodiments.

[0037] like Figure 1 FIG. 1 is a schematic diagram of a structure of a twin-engine full-vector multi-mode aircraft provided by an embodiment of the present invention, including:

[0038] A fuselage 400, wherein the front and rear parts of the fuselage 400 are respectively connected to the full vector power module;

[0039] The full vector power module is provided with two groups, one front and one rear, respectively connected to the fuselage 400, and respectively used to provide front and rear power vectors for the aircraft. The front and rear groups of the full vector power modules cooperate with each other to realize the multi-mode flight of the aircraft.

[0040] In the present invention, there is no restriction on the specific form of the fuselage 400, and the basic requirement is to reduce the flight resistance during flight; however, it can be understood from another perspective that the design of the fuselage 400 can also consider giving the aircraft other functions, such as designing legs to achieve a stable landing of the aircraft.

[0041] In the present invention, the function of the full-vector power module is to provide flight power. It can be understood that the full-vector means that the direction of the power is more variable, and it does not mean that the power output direction is not restricted.

[0042] The present invention provides a twin-engine full-vector multi-mode aircraft, the aircraft includes a fuselage 400 and a full-vector power module, wherein the full-vector power module includes a front full-vector power module and a rear full-vector power module. The present application realizes the multi-mode flight of the aircraft through the full-vector power modules arranged at the front and rear, and the flight postures are diverse. All actions are completed by two full-vector power modules, solving the contradiction between full utilization of the load and diversity of flight postures.

[0043] In one embodiment of the present invention, Figure 1-3 As shown, the full vector power module includes a base assembly 100, a rudder cabin assembly 200 and a clamping ear assembly 300;

[0044] The connection end of the base assembly 100 is rotatably connected to one end of the rudder cabin assembly 200, and the base assembly 100 can rotate around the rudder cabin assembly 200, and the direction indicated by the rotation axis is a first direction, which is used for the power output of the full vector power module;

[0045] One end of the steering cabin assembly 200 is rotatably connected to the base assembly 100, and the other end is rotatably connected to the clamping ear assembly 300. The steering cabin assembly 200 can rotate around the clamping ear assembly 300, and the direction indicated by the rotation axis is the second direction, which is used to control the power output direction of the base assembly 100;

[0046] One end of the clip ear assembly 300 is connected to the fuselage 400, and the other end is rotatably connected to the rudder cabin assembly 200, and is used for connecting the full vector power module to the fuselage 400;

[0047] The first direction and the second direction are perpendicular to each other.

[0048] In this embodiment, the connection end of the base assembly 100 is rotatably connected to one end of the rudder cabin assembly 200. In this embodiment, this structure can achieve a 45° deflection to the left and right. It should be understood that the determination of the left and right directions here refers to Figure 1 .

[0049] In this embodiment, the other end of the steering cabin assembly 200 is rotatably connected to the clamping ear assembly 300. In this embodiment, this structure can achieve 95° deflection up and down respectively. The determination of the up and down directions here refers to Figure 1 .

[0050] The present invention provides a twin-engine full-vector multi-mode aircraft, wherein a base assembly 100 of the aircraft can deflect 45° left and right around its connection portion, and a rudder cabin assembly can drive the base assembly 100 mounted thereon to deflect 95° up and down around its connection portion, respectively. Through the cooperation of the base assembly 100 of the front full-vector power module and the rear full-vector power module and the rudder cabin assembly, the full-vector multi-mode flight of the aircraft can be realized, and the flight posture is changeable and the maneuverability is good.

[0051] As an optimization solution of the above embodiment, Figure 4 , 5 As shown, the base assembly 100 includes a fairing 101, a fairing base 104, a brushless motor 105, a secondary servo rocker arm 107, a motor base 109, a secondary shaft plug 111, and a bidirectional propeller 113;

[0052] The fairing 101 base is arranged on the output shaft of the brushless motor 105, the fairing 101 is sleeved on the fairing base 104, and a bidirectional propeller 113 is arranged between the fairing base 104 and the fairing 101;

[0053] The brushless motor 105 is disposed on the motor base 109 and is used for power output of the full vector power module;

[0054] The secondary steering gear rocker arm 107 and the secondary shaft plug 111 are arranged at the connection end of the base assembly 100 and the steering cabin assembly 200, and are used for the rotation connection between the base assembly 100 and the steering cabin assembly 200.

[0055] In the present invention, the brushless motor 105 is used to drive the bidirectional propeller 113 to rotate, thereby generating the thrust required for the aircraft to fly. The output shaft of the brushless motor 105 is sequentially inserted into the fairing base 104, the bidirectional propeller 113 and the washer 103, and then screwed into the nut 102 to fix it, and finally the fairing 101 is buckled.

[0056] In the present invention, the bottom of the brushless motor 105 is fixed to the motor base 109 by the motor fixing screw 112. The output shaft of the secondary servo 202 is sleeved with the upper reinforcing carbon sheet 108 and the secondary servo rocker arm 107 in sequence, and is placed in the motor base 109. The output shaft of the secondary servo 202 faces upward and is fixed from the upper surface of the outer side of the motor base 109 by the secondary servo fastening screw 106. The motor base 109 is provided with a reserved hole at the position of the lower surface of the motor base 109 facing the output shaft of the secondary servo 202. The secondary shaft plug 111 is embedded in the reserved hole from the lower surface of the outer side of the motor base 109 to fix the upper and lower positions of the secondary servo 202. A lower reinforcing carbon sheet 110 is also provided between the bottom of the secondary servo 202 and the lower surface of the inner side of the motor base 109. It can be understood that the installation of the split assembly in this embodiment depends on the secondary servo 202, but the secondary servo 202 is not a component of the base assembly 100. In fact, the secondary servo 202 can also be an output structure of other forms. For the convenience of explanation, the present invention adopts components in other embodiments, but is not used to limit the non-secondary servo 202; in the present invention, the shaft plug is a rotating body, the central axis is colinear with the servo output shaft, the servo is a single-sided torque output, the structure as a whole is subjected to bending torque and shear, and the stability is poor. The shear force is borne on the other side through the shaft plug, so that the structure is more stable, higher in strength and better in precision; in the present invention, the rocker arm is a servo accessory, and the servo output shaft is generally a spline. The rocker arm is installed on the spline to extend the force arm of the output torque and facilitate the installation of passive parts.

[0057] The present invention provides a twin-engine full-vector multi-mode aircraft, in which a base assembly 100 can rotate left and right around a connection portion with a rudder cabin assembly 200, and a brushless motor 105 is used to provide the aircraft with thrust required for flight, so that the direction of the thrust can be adjusted in the left and right directions, providing a necessary structure for the aircraft to complete full-vector multi-mode flight.

[0058] As another optimization of the above embodiment, Figure 4 , 5 As shown, the steering cabin assembly includes: a steering cabin 204, a first-stage steering gear 203, a second-stage steering gear 202 and a steering cabin cover 201;

[0059] The first-stage steering gear 203 and the second-stage steering gear 202 are arranged in the steering cabin, and the output shafts of the first-stage steering gear 203 and the second-stage steering gear 202 are arranged orthogonally in space, the output shaft of the first-stage steering gear 203 is rotatably connected to the clamping ear assembly 300, and the output shaft of the second-stage steering gear 202 is rotatably connected to the base assembly 100;

[0060] The steering cabin cover 201 is disposed on the steering cabin 204 and is used for protecting and positioning the first-stage steering gear 203 and the second-stage steering gear 202 .

[0061] In the present invention, the first-stage steering gear 203 and the second-stage steering gear 202 are arranged in the steering cabin 204, and are used to output the rotation amount, realize the change of the thrust direction of the aircraft, and thus realize the full vector multi-mode flight. The steering cabin 204 is provided with a mounting position for installing the first-stage steering gear 203 and the second-stage steering gear 202. In this embodiment, the first-stage steering gear 203 and the second-stage steering gear 202 are fixed to the steering cabin 204 by gluing. After the steering cabin cover 201 is connected to the steering cabin 204, the output shafts of the first-stage steering gear 203 and the second-stage steering gear 202 extend out of the steering cabin 204 or the steering cabin cover 201, and are respectively connected to the clip ear assembly 300 and the base assembly 100. In this embodiment, the bottom of the first-stage steering gear 203 and the second-stage steering gear 202 can also be axially positioned by a shaft plug as needed.

[0062] The present invention provides a twin-engine full-vector multi-mode aircraft. By arranging a first-stage servo 203 and a second-stage servo 202 in a rudder cabin assembly 200, the direction of the aircraft's output thrust can be changed, thereby achieving full-vector multi-mode flight.

[0063] As another optimization solution of the above embodiment, Figure 4 , 5 As shown, the clamping ear assembly 300 includes: an upper conformal sheet 301, a clamping ear 302, a lower conformal sheet 303, a first-stage servo rocker arm 305 and a first-stage shaft plug 307;

[0064] The upper conformal sheet 301 is connected to the clamping ear 302 through an upper pin shaft 306, and is used to keep the curved surface of the connection between the rudder cabin assembly 200 and the clamping ear group 300 continuous when the rudder cabin assembly 200 rotates. The upper conformal sheet 301 is built with a spring sheet, so that the upper conformal sheet 301 has an elastic force to close inwards, and the upper pin shaft 306 passes through the reserved holes of the clamping ear 302 and the upper conformal sheet 301;

[0065] The lower conformal sheet 303 is connected to the clamping ear 302 via a lower pin shaft 308, and is used to maintain the continuity of the curved surface at the connection between the rudder cabin assembly 200 and the clamping ear 302 when the rudder cabin 204 rotates. The lower conformal sheet 303 is built with a spring sheet, so that the lower conformal sheet 303 has an elastic force to close inwards, and the lower pin shaft 308 passes through the reserved holes of the clamping ear 302 and the lower conformal sheet 303;

[0066] A left reinforcing carbon sheet 310 and a right reinforcing carbon sheet 311 are arranged side by side at the connection end between the clamping ear 302 and the fuselage 400, for connecting the clamping ear assembly 300 and the fuselage 400, and a reinforcing bulkhead 309 is also arranged between the reinforcing carbon sheet and the clamping ear 302;

[0067] The first-stage steering gear rocker arm 305 and the first-stage shaft plug 307 are arranged at the connection end of the clamping ear assembly 300 and the steering cabin assembly 200, and are used for the rotational connection between the clamping ear assembly 300 and the steering cabin assembly 200.

[0068] In the present invention, the upper conformal sheet 301 and the lower conformal sheet 303 are respectively arranged on the upper and lower sides of the outer surface of the clamping ear 302, and are fixed to the clamping ear 302 by the upper pin shaft 306 and the lower pin shaft 308 respectively. A spring is provided in the conformal sheet so that the conformal sheet tends to close inward. When the rudder cabin assembly 200 rotates relative to the clamping ear assembly 300, the upper and lower conformal sheets are in contact with the rudder cabin 204 or the rudder cabin cover 201 of the rudder cabin assembly 200 under the use of the spring, so that the transition between the rudder cabin assembly 200 and the clamping ear assembly 300 maintains a continuous curved surface, thereby reducing the flight resistance of the aircraft.

[0069] In the present invention, left and right reinforcing carbon sheets are inserted into the end surface of one end where the clamping ear 302 is connected to the fuselage 400, which are used for connecting the clamping ear 302 to the fuselage 400. A reinforcing partition frame 309 is also provided between the reinforcing carbon sheet and the clamping ear 302, which is used for structural reinforcement of the connection and for limiting the installation positions of the reinforcing carbon sheets on both sides.

[0070] In the present invention, the clamping ear 302 is connected to the steering cabin 204 and has an opening at one end. The assembled steering cabin component 200 is embedded in the opening and connected to the clamping ear 302 through the output shaft of the steering cabin component 200. Specifically, the left reinforcing carbon sheet 310 (not shown in the figure) is sequentially inserted into the output shaft of the first-stage servo 203, and the first-stage servo rocker arm 305 is then placed in the opening of the clamping ear 302, so that its output shaft is opposite to the reserved opening on the side of the clamping ear 302, and the output shaft of the first-stage servo 203 is connected to the clamping ear 302 through the first-stage servo fastening screw 304, and the first-stage servo fastening screw 304 passes through the reserved opening from the outside of the clamping ear 302 and is connected to the output shaft. On the opposite side of the clamping ear 302 where the output shaft is installed, a reserved hole is provided on the clamping ear 302, and a first-stage shaft plug 307 is embedded in the reserved hole to realize the axial positioning of the first-stage servo 203. A right reinforcing carbon sheet 311 (not shown in the figure) is also provided between the bottom of the first-stage servo 203 and the inner wall of the clamping ear 302.

[0071] In one embodiment of the present invention, the fuselage 400 is in the shape of a spindle cylinder, with wing mounting seats provided on both sides of the middle part, and the front and rear ends are rotatably connected to the front full-vector power module and the rear full-vector power module respectively, forming a hollow cabin inside.

[0072] In the present invention, the fuselage 400 is in the shape of a spindle cylinder, which can reduce the resistance of the aircraft during flight. A hollow cabin is formed inside the fuselage 400, in which control components can be installed. When the present invention is enlarged for practical application, the cabin can be used as a storage chamber to achieve load-bearing flight, etc.

[0073] The present invention provides a twin-engine full-vector multi-mode aircraft. By designing the fuselage 400 into a spindle cylinder shape, the flight resistance of the aircraft can be reduced, and the cabin forms a central accommodating cavity, which can be used to install control components and perform load-bearing flight, and has high practical value.

[0074] As an optimization solution of the previous embodiment, Figure 7 , 8 As shown, the cabin is provided with an electric regulator, a control circuit board 403 and a battery 402;

[0075] The input end of the electric regulator is connected to the control circuit board, and the output end is connected to the brushless motor 105, including a front electric regulator 401 and a rear electric regulator 406. The electric regulator can control the brushless motor to rotate bidirectionally according to the control signal of the circuit board 403;

[0076] The control circuit board 403 includes a communication module 404, a gyroscope module 405, a voltage regulating module, a single-chip microcomputer module and an input and output interface. The communication module 404 is used to receive flight control instructions, the gyroscope module 405 is used to collect flight attitude data of the aircraft, the voltage regulating module is used to adjust the output voltage of the battery 402 to the working voltage of the control circuit board, and the single-chip microcomputer module is used to process the data transmitted by the communication module and the gyroscope module, and generate a control signal in combination with a corresponding control algorithm and output it to the corresponding input or output interface;

[0077] The electric regulator and the control circuit board are connected to the battery 402 respectively.

[0078] In the present invention, reference Figure 6-7 (Some modules are not obtained), an electronic speed controller (ESC) is installed in the cabin. By inputting direct current and control signals, the electronic speed controller can output three-phase alternating current to directly drive the brushless motor 105 to rotate. Its function is to adjust the speed of the brushless motor 105 according to a given signal, thereby adjusting the flight driving force of the aircraft. The electronic speed controller corresponds to the brushless motor 105 one by one. The present invention includes front and rear full power vector modules, so there are at least two brushless motors 105, and two corresponding electronic speed controllers are also arranged one in front and one in the back.

[0079] In the present invention, the control circuit board 403 at least includes a communication module 404 and a gyroscope module 405. The communication module 404 is used to wirelessly communicate with the control terminal, and the gyroscope module 405 is used to collect or generate flight attitude data of the aircraft. The control circuit board 403 is also directly connected to the steering gear to control the rotation of the steering gear.

[0080] In the present invention, the servos at least include a front vector directional servo, a front vector upward servo, a rear vector directional servo and a rear vector upward servo, wherein the directional servo corresponds to the servo 202, and the upward servo corresponds to the servo 203. In addition, in the present embodiment, the servos may also include a left aileron servo and a right aileron servo (aileron is a movable part of the wing), and the left and right aileron servos are used to drive the wing to deflect. When air flows through the upper and lower sides of the wing, the wing angle can be controlled to generate a corresponding control torque, which belongs to the traditional aircraft control means.

[0081] In the present invention, the aircraft is powered by a battery 402, and the battery 402 is installed in the cabin. The present invention does not limit the specific location and installation method.

[0082] The present invention provides a twin-engine full-vector multi-mode aircraft. By arranging a control circuit board 403 and control elements in a cabin, the flight control of the aircraft is implemented, and the aircraft has the advantages of small size and light weight.

[0083] In one embodiment of the present invention, reference Figure 1 The aircraft also includes wings for providing lift in a fixed-wing level flight mode, roll damping in a hovering mode, and improving the stability of the aircraft. The wings include a first wing 500 and a second wing 600. The first wing 500 and the second wing 600 are respectively mounted on both sides of the middle of the fuselage 400, and are connected to the fuselage 400 by carbon tube plug-in or oblique axis connection.

[0084] In the present invention, the wing is arranged on the fuselage. The wing can be an integral structure fixedly arranged on the fuselage, or it can be installed separately on the left and right sides, with left and right wings separately arranged. The present invention does not limit the specific connection method.

[0085] In the present invention, the wing can be installed by ordinary carbon tube plug-in or oblique axis connection. When the oblique axis connection is adopted, the wing can rotate backward around the oblique axis in space with a single degree of freedom until it is in contact with the fuselage 400, and can hover horizontally with the wing folded, which can reduce the impact of crosswind on the aircraft and reduce unstable factors.

[0086] In the present invention, there is no limitation on the specific form of the wing, which can be any shape such as swept wing, straight wing, forward swept wing, annular wing, etc. The main reason is that the full vector aircraft can provide a strong control torque, so that the correlation between the flight control of the aircraft and the wing is reduced. The present invention adopts a double wing form, including a left wing 500 and a right wing 600.

[0087] The present invention provides a twin-engine full-vector multi-mode aircraft. The balance of the aircraft can be maintained by setting wings. Moreover, since the present invention adopts a double-engine full-vector power module, the dependence of flight on the wings is reduced and the form of the wings can be more diversified.

[0088] In one embodiment of the present invention, the propeller, fairing, and fairing base of the full-vector power module arranged at the front of the fuselage and the propeller, fairing, and fairing base of the full-vector power module arranged at the rear of the fuselage are respectively in a mirror-symmetrical structure.

[0089] In the present invention, the full power vector modules are arranged at the front and rear of the fuselage, and the power directions of the front full power vector module and the rear full power vector module are in a mirror relationship (without considering the rotation angle). Therefore, the related bidirectional propellers, fairings, and fairing bases are respectively in a mirror-symmetrical structure on the front and rear full power modules.

[0090] The following is a specific embodiment of the present invention to further illustrate the flight process of the aircraft, and refer to the attached Figure 1 , 8 -20.

[0091] In this embodiment, the brushless motor 105 is a Langyu X2212-980kv brushless motor, the electronic speed controller 401 is a Walkera F210-3D-Z-06 brushless electronic speed controller, the battery 402 is a Huapai 4S-1500mah lithium battery, the control circuit board 403 is self-designed, the communication module 404 is a Tiandifei 6-channel receiver, and the gyroscope module 405 is an MPU-6050 accelerometer gyroscope. The communication module 404 is directly plugged into the control circuit board 403 by a plug-in pin, and is used to receive the control signal of the control terminal and transmit it to the control circuit board 403. The gyroscope module 405 is installed on the control circuit board 403 by patch welding, and is used to generate the aircraft attitude signal and input it into the control circuit board 403.

[0092] The twin-engine full-vector multi-mode aircraft provided by the present invention can complete four basic flight modes, namely, fixed-wing level flight, horizontal hovering, vertical hovering, and tilted hovering, through the coordinated control of the steering gear deflection and the brushless motor speed. It should be noted that only the fixed-wing level flight needs to rely on the wings, while the completion of the horizontal hovering, vertical hovering, and tilted hovering actions does not require the participation of the wings.

[0093] Now press the aircraft Figure 1State placement, define the basic body coordinate system. Let the body center of gravity (close to the geometric center) be the origin of the coordinates; let the cylindrical body axis be the X axis, and the nose direction be the positive direction; in the front view, let the vertical X axis direction be the Z axis, and the top direction be the positive direction; in the top view, let the vertical X axis direction be the Y axis, and the left side of the body is the positive direction. When analyzing the deflection of each servo, translate the coordinate system to the corresponding axis center, and the direction of the XYZ axis does not change. Coordinate settings are as follows Figure 8 shown.

[0094] Now press the aircraft Figure 8 State placement, define the positive direction of thrust and servo deflection. Let the thrust direction provided by the front and rear bidirectional propellers in the figure be the positive direction, that is, F1>0&F2>0. In the front view, let the brushless motor axial deflection from the X-axis to the Z-axis be the positive direction, that is, the first-stage servo deflects the motor axial upward to φ1>0°, and the second-stage servo deflects the motor axial downward to φ2>0°. In the top view, let the motor axial deflection from the X-axis to the Y-axis be the positive direction, that is, the first-stage servo deflects the motor axial left to θ1>0°, and the second-stage servo deflects the motor axial right to θ2>0°.

[0095] The control torque generation mechanism of the four basic flight modes is shown in Table 1, and the control mechanism for the transition between the basic flight modes is shown in Table 2. In addition, the embodiment of the present invention also provides a brief description of the aircraft's extended flight actions, as shown in Table 3.

[0096] Table 1: Control torque generation mechanism for each flight mode

[0097]

[0098]

[0099] Table 2: Control mechanisms for transition between basic flight modes

[0100]

[0101]

[0102] Table 3: Brief description of aircraft extended flight actions

[0103]

[0104]

[0105] The embodiments of the present invention specifically provide various flight modes of the aircraft and the control mechanism for the conversion therebetween. It should be noted that the above are only the most basic flight modes, which are used to illustrate the control mechanism of the present invention and are not used to limit the present invention. The application fields of the present invention include at least:

[0106] Flying performance: The twin-engine full-vector aircraft uses front and rear dual engines, with a large deflection range. The aircraft has strong flexibility and stability during flight, and can complete a variety of basic flight postures or actions such as fixed-wing level flight, horizontal hovering, tilted hovering, vertical hovering, reverse flight, etc. And on this basis, many other flight actions can be expanded, and highly controllable and smooth posture transitions can be achieved. For example, following the music, it can make difficult actions that conventional aircraft cannot complete, such as pause, freeze, swing, and vibrate. This feature can be specifically applied to but not limited to sports competitions, film and television industries, advertising, stage plays, light shows and other performance and entertainment fields.

[0107] Load-carrying flight: The twin-engine full-vector aircraft uses a tilting full-vector module to replace the traditional vertical take-off and landing fixed-wing 4+1 power or 2+2 tilting power with two engines, which minimizes the waste of payload. After vertical take-off and launch, it can be switched to level flight mode. After acceleration, the wings generate effective lift and reduce power, which can increase the range and extend the endurance. The twin-engine full-vector aircraft can carry different mission payloads to perform diversified tasks such as logistics transportation, detection, sampling, reconnaissance, strike, swarm warfare, etc.

[0108] Performing tasks in narrow spaces: The fuselage of the twin-engine full-vector aircraft has modular characteristics. The fuselage and the wing have a low correlation, that is, the wing is a selective component of the twin-engine full-vector aircraft. When the aircraft is equipped with wings or unfolded, the level flight mode has energy-saving and long flight time performance. When the wings are not equipped or folded, the aircraft can still complete complex flight postures and movements.

[0109] In vertical hover or tilted hover mode, based on the mathematical models of pendulum and inverted pendulum in modern control theory, the former has excellent stability and poor maneuverability; the latter has excellent maneuverability and poor stability. For a twin-engine full-vector multi-mode aircraft in vertical hover or tilted hover mode, isolating the upper fuselage belongs to the pendulum model; isolating the lower fuselage belongs to the inverted pendulum model. The coordinated control of the two can take into account the maneuverability and stability of the drone at the same time.

[0110] Based on the above-mentioned characteristics such as "foldable wings", "balancing control stability" and "reversible power", the aircraft's high degree of freedom of movement potential enables it to fly in confined or complex environments. It can be used for low-altitude patrols, reconnaissance, tracking, drug control, counter-terrorism, and rescue in cities, jungles, ruins, factories and other environments. Compared with quadcopters or tilt-rotor aircraft, it has better flight performance.

[0111] Flight test data collection: The fuselage of the twin-engine full-vector aircraft has modular characteristics. The wings can be replaced as needed and installed in a reasonable position on the fuselage. When scientific research units need to test new wings, they can be installed on the fuselage of the twin-engine full-vector aircraft and equipped with corresponding data measurement and collection instruments.

[0112] The fuselage of the twin-engine full-vector multi-mode aircraft can be combined with a variety of wings to form a UAV with diverse performance. It can be used in the laboratory as a test bench for the actual flight performance parameters of new airfoils or wings, and can be used for personalized customization for users in enterprise production.

[0113] An embodiment of the present invention further provides a flight system, the flight system comprising:

[0114] A twin-engine full-vector multi-mode aircraft as described in any one of the above embodiments; and

[0115] The control terminal is used to communicate with the control circuit board of the aircraft through the communication module of the aircraft to control the flight of the aircraft.

[0116] In the present invention, the control terminal can be a dedicated controller or an existing device such as a laptop computer or a mobile phone. The control terminal communicates wirelessly through a wireless communication module provided on the aircraft to realize data exchange between the aircraft and the control terminal and control the flight of the aircraft.

[0117] In the present invention, the aircraft is wirelessly controlled through a control terminal. The system is simple to build and easy to implement, making full use of existing technologies. Flight in multiple modes can be achieved through simple control.

[0118] 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 in the protection scope of the present invention.

Claims

1. A twin-engine full-vector multi-mode aircraft; characterized in that: The aircraft comprises: a fuselage, wherein the front and rear parts of the fuselage are respectively connected to a full-vector power module; the full-vector power module is provided with two groups, one in front and one in rear, respectively connected to the fuselage, and respectively used to provide a front and a rear power vector for the aircraft, and the front and rear groups of the full-vector power modules cooperate with each other to realize the multi-modal flight of the aircraft; the full-vector power module comprises a base assembly, a rudder cabin assembly and an ear assembly; the base assembly comprises a fairing, a fairing base, a brushless motor, a secondary servo rocker arm, a motor base, a secondary shaft plug and a bidirectional propeller; the fairing base is arranged on the output shaft of the brushless motor, the fairing is sleeved on the fairing base, and the fairing A bidirectional propeller is arranged between the cover base and the fairing; the brushless motor is arranged on the motor base, and is used for the power output of the full-vector power module; the secondary servo rocker arm and the secondary shaft plug are arranged at the connecting end of the base assembly and the rudder cabin assembly, and are used for the rotation connection between the base assembly and the rudder cabin assembly; the connecting end of the base assembly is rotatably connected to one end of the rudder cabin assembly, and the base assembly can rotate around the rudder cabin assembly, and the direction indicated by the rotation axis is the first direction, which is used for the power output of the full-vector power module; one end of the rudder cabin assembly is rotatably connected to the base assembly, and the other end is rotatably connected to the clamping ear assembly, and the rudder cabin assembly can rotate around the clamping ear assembly The direction indicated by the rotating shaft is the second direction, which is used to control the power output direction of the base assembly; one end of the clamping ear assembly is connected to the fuselage, and the other end is rotatably connected to the steering cabin assembly, which is used to connect the full-vector power module to the fuselage; the first direction and the second direction are perpendicular to each other; the clamping ear assembly includes an upper conformal sheet, a clamping ear, a lower conformal sheet, a first-level steering gear rocker arm and a first-level shaft plug; the upper conformal sheet is connected to the clamping ear through an upper pin shaft, which is used to maintain the continuity of the curved surface at the joint of the steering cabin assembly and the clamping ear when the steering cabin assembly rotates; the upper conformal sheet is equipped with a spring sheet so that the upper conformal sheet has an elastic force to close inwardly, and the upper pin shaft passes through the clamping ear and the upper The lower conformal sheet is connected to the clamping ear through a lower pin shaft, and is used to maintain the continuity of the curved surface at the connection between the steering cabin assembly and the clamping ear when the steering cabin rotates. The upper conformal sheet is provided with a spring sheet so that the upper conformal sheet has an elastic force to close inward, and the upper pin shaft passes through the clamping ear and the reserved hole of the upper conformal sheet; a left reinforcing carbon sheet and a right reinforcing carbon sheet are arranged side by side at the connection end between the clamping ear and the fuselage, which are used for connecting the clamping ear assembly to the fuselage, and a reinforcing bulkhead is also arranged between the reinforcing carbon sheet and the clamping ear; the first-level steering gear rocker arm and the first-level shaft plug are arranged at the connection end between the clamping ear assembly and the steering cabin assembly, which are used for the rotational connection between the clamping ear assembly and the steering cabin assembly.

2. A twin-engine full-vector multi-mode aircraft as claimed in claim 1, characterized in that: The steering cabin assembly comprises a steering cabin, a first-level steering gear, a second-level steering gear and a steering cabin cover; the first-level steering gear and the second-level steering gear are arranged in the steering cabin, and the output shafts of the first-level steering gear and the second-level steering gear are arranged orthogonally in space, the output shaft of the first-level steering gear is rotatably connected to the clamping ear assembly, and the output shaft of the second-level steering gear is rotatably connected to the machine base assembly; the steering cabin cover is arranged on the steering cabin, and is used for protecting and positioning the first-level steering gear and the second-level steering gear.

3. A twin-engine full-vector multi-mode aircraft as claimed in claim 1, characterized in that: The fuselage is in the shape of a spindle cylinder, with wing mounting seats provided on both sides of the middle part, and the front and rear ends are rotationally connected to the full vector power module respectively, forming a hollow cabin inside.

4. A twin-engine full-vector multi-mode aircraft as claimed in claim 3, characterized in that: The cabin is provided with an electric regulator, a control circuit board and a battery; the input end of the electric regulator is connected to the circuit board, and the output end is connected to the brushless motor, including a front electric regulator and a rear electric regulator, and the electric regulator can control the two-way variable speed rotation of the brushless motor according to the control signal of the circuit board; the control circuit board includes a communication module, a gyroscope module, a voltage regulating module, a single-chip computer module and an input and output interface, the communication module is used to receive flight control instructions, the gyroscope module is used to collect the flight attitude and acceleration data of the aircraft, the voltage regulating module is used to adjust the output voltage of the battery to the working voltage of the control circuit board, and the single-chip computer module is used to process the data transmitted by the communication module and the gyroscope module, and generate a control signal in combination with a corresponding control algorithm and output it to the corresponding input or output interface; the electric regulator and the control circuit board are respectively connected to the battery.

5. A twin-engine full-vector multi-mode aircraft as claimed in claim 1, characterized in that: The aircraft also includes wings, which are used to provide flight lift in a fixed-wing level flight mode, provide roll damping in a hovering mode, and improve the stability of the aircraft. The wings include a first wing and a second wing, and the first wing and the second wing are respectively installed on both sides of the middle part of the fuselage, and are connected to the fuselage by carbon tube plug-in or oblique axis connection.

6. A twin-engine full-vector multi-mode aircraft as claimed in claim 1, characterized in that: The propeller, fairing, and fairing base of the full-vector power module arranged at the front of the fuselage and the propeller, fairing, and fairing base of the full-vector power module arranged at the rear of the fuselage are respectively in a mirror-symmetrical structure.

7. A flight system, comprising: a twin-engine full-vector multi-mode aircraft as described in any one of claims 1 to 6; and a control terminal, used to communicate with the control circuit board of the aircraft through the communication module of the aircraft to control the flight of the aircraft.

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