Aircraft and control method thereof

Abstract

An aircraft and its control method include a fuselage, a propeller, a motor, a canard, a wing, a control system and an energy management system. The canard is trapezoidal, located at the center axis of the front part of the fuselage, and higher than the wing; the wing is a modified delta wing with a leading edge arc transition, installed in the middle and rear section of the fuselage, lower than the canard, and presents a lower single wing layout. The canard and the wing form a canard layout to achieve coupled vortex lift. The control method includes: during the take-off phase, the aircraft takes off vertically in a two-axis mode. When the airspeed exceeds the critical airspeed, the aircraft is converted from the two-axis mode to a fixed-wing mode for flight; during the landing phase, the aircraft enters a glide path in a fixed-wing mode, and flies with a reduced altitude and deceleration; when the speed is less than the critical airspeed, the aircraft is converted from the fixed-wing mode to a two-axis mode; the aircraft maintains altitude in the two-axis mode and flies to the landing point; after reaching the landing point, the aircraft takes off and lands vertically.

Description

Technical Field

[0001] The invention relates to an aircraft, in particular to an aircraft with a twin-engine vector canard layout for vertical take-off and landing and a control method thereof. Background Art

[0002] Currently, small aircraft mainly use three layout types: non-foldable wings, folding wings, and high-speed cross wings.

[0003] Non-foldable wing aircraft, with fixed wings, are huge and can only be launched with rocket boosters. They are huge and complicated to use, and are not convenient for single-soldier use or multi-platform deployment. This type of aircraft has a high flight speed and is difficult to find targets. It must be used by operators who have undergone long-term training. It is generally used once or parachuted. The parachute recovery process is complex and uncontrollable, and the re-confirmation time is long and cannot be quickly reused.

[0004] Folding wing aircraft are small in size and are launched by mortar-style high-overload catapults, and then the wings are unfolded for patrol missions. The overload is large during launch, which has a large impact on the onboard equipment, resulting in high cost of the entire aircraft, which is not conducive to large-scale equipment of aircraft. This type of aircraft has a high flight speed and is difficult to search for targets, which is not conducive to rapid reconnaissance by operators. In addition, this type of aircraft cannot be safely recovered. If no target is found, it can only self-destruct and cannot be reused.

[0005] High-speed cross-wing aircraft, which uses anti-tank missile technology, is expensive and has a high flight speed, making it difficult to perform reconnaissance and search missions. The only way is to complete the initial reconnaissance of the target by other means before launching the aircraft to attack. Furthermore, this type of aircraft is huge in size, and the wings are huge when unfolded. Storage and transportation put a lot of pressure on individual soldiers, making it impossible for individual soldiers to carry out independent operations. Summary of the invention

[0006] In order to solve the above technical problems, the present invention provides a vertical take-off and landing aircraft with a twin-engine vector canard layout, which has both high-speed and low-speed flight performance, is easy for vertical autonomous take-off and landing, has a simple structure, and is convenient for production and recovery.

[0007] The technical solution of the present invention is: an aircraft, including a fuselage, a propeller, a motor, a canard, a wing, a control system and an energy management system, the fuselage is a cylindrical barrel, the head and tail of the fuselage are rectified cones to reduce induced drag; the canard is a trapezoidal wing, located at the center axis of the front part of the fuselage, higher than the wing; the wing is a modified delta wing, with a leading edge arc transition, installed at the middle and rear section of the fuselage, lower than the canard, presenting a lower single wing layout, the canard and the wing constitute a canard layout, and realize coupled vortex lift increase;

[0008] The canard sweep angle is 40°, 50°, 60° or 70°, and the wing sweep angle is 40°, 50° or 60°;

[0009] Preferably, the canard sweep angle is 70° and the wing sweep angle is 40°;

[0010] The control system includes a sensor acquisition unit, a main control processor, a computing node, a communication module and a motion coprocessor, wherein the main control processor, the computing node, the communication module and the motion coprocessor are installed on the airborne flight control board, and the sensor acquisition unit includes a GPS and / or Beidou navigation system, an inertial navigation system, an electronic compass, a pitot tube, a temperature meter, a vibration sensor and a structural deformation sensor. The GPS and / or Beidou system obtains the position data of the aircraft, the inertial navigation device obtains the attitude data of the aircraft, the electronic compass is used to obtain the heading data, the pitot tube obtains the airspeed data of the aircraft, and the vibration sensor and the structural deformation sensor obtain the body structure data;

[0011] The main control processor is used to run the timing operating system, solve positioning, orientation and attitude determination, execute flight control algorithms, receive communication signals and debug. The computing nodes are used for aircraft pattern recognition and system reconstruction. The motion coprocessor is used for motor drive and canard control. The main control processor, computing nodes, motion coprocessor and sensor acquisition unit constitute a multi-core distributed networking hardware architecture. The main control processor and the motion coprocessor exchange data through a high-speed bus communication mechanism; the main control processor and the sensor acquisition unit form a star-shaped information Internet of Things network; the main control processor forms a master-slave multi-core decision center with the computing nodes and motion coprocessors through a high-speed bus.

[0012] A control method for an aircraft, during the take-off phase, the aircraft takes off vertically in a two-axis mode, climbs to a height of 2m, rotates in heading once, and determines the wind direction according to the hovering inclination angle; the aircraft accelerates against the wind in the two-axis mode; when the airspeed exceeds the critical airspeed, the aircraft switches from the two-axis mode to the fixed-wing mode to complete the take-off; during the landing phase, the aircraft enters a glide path in the fixed-wing mode, decreases altitude and decelerates; when the speed is less than the critical airspeed, the aircraft switches from the fixed-wing mode to the two-axis mode; the aircraft maintains altitude and flies to a landing point in the two-axis mode; after arriving at the landing point, the aircraft takes off and lands vertically; when the flight mode is switched during the execution of a mission, acceleration and deceleration actions are directly performed, and different flight modes are switched according to the airspeed.

[0013] Beneficial effects of the present invention:

[0014] 1. Simple take-off and landing

[0015] The aircraft adopts the vector two-axis mode for vertical take-off and landing. When taking off, it only needs manual or rack assistance to vertically take off. After becoming proficient, it can also be thrown into the air. When landing, the aircraft automatically completes a 1.5m near-ground hover and is manually recovered. The tail can also touch the ground automatically, and then the controllable front end touches the ground slowly.

[0016] 2. High-speed performance

[0017] The aircraft has a small cross-sectional area and wingspan, low drag, and sufficient power for high-speed flight. At 6s power, the maximum thrust at full throttle exceeds 3.4kg, the thrust-to-weight ratio is 2.26, and the aircraft's level flight speed exceeds 40m / s (possibly exceeding 50m / s). Due to the use of dual-engine vector active control and a large wing area, the high-speed active control attitude has excellent aerodynamic stability.

[0018] 3. Strong low-speed detection capability

[0019] The aircraft uses dual-engine vector active control and a large wing area. The large-angle canard vortex is obvious, and the close-range coupling lift increase is significant. The aircraft can fly at a large angle of attack and a low speed. After exceeding the street angle of attack, the aircraft can be converted to a two-axis mode for hovering flight. Thanks to the rapid response of the high-voltage motor, the aircraft will not stall within the entire flight envelope. When conducting target reconnaissance, the aircraft can search for targets at a large angle of attack and at a slow speed. After discovering a suspicious target, it can switch to a two-axis mode for hovering and accurately identify the target. The operator can search for the target independently without training.

[0020] 4. Simple and reliable structure

[0021] The whole machine has two motors and two canards as its moving parts. There are no traditional rudders, and the power control structure is centralized, which is convenient for fuselage design and assembly. The wing does not have rudders, so it can be formed as a whole, and the airfoil is well maintained, which is convenient for processing and assembly. The fuselage is barrel-shaped, the control structure is centralized, and the equipment compartment is large, which is convenient for modular mission loads.

[0022] 5. Low cost and fast production

[0023] The aircraft's optoelectronic mission payload and control power equipment are all installed at the front end, which is convenient for integrated design, and the control circuit and the action mechanism are designed in an integrated manner. The whole machine has fewer parts, the processing cost is low, there is no instantaneous impact overload during the entire flight process, the main control components are reliable in quality, low in cost, and can be produced quickly. The production assembly does not have complex wiring and precise installation steps, and can be produced quickly, and can even be assembled on site, which greatly expands the scope of use. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] Figure 1 A perspective view of the aircraft of the present invention;

[0025] Figure 2It is a front view of the aircraft of the present invention;

[0026] Figure 3 is a side view of the aircraft of the present invention;

[0027] Figure 4 It is a schematic diagram of fluid simulation data of the canard and wing of the present invention;

[0028] Figure 5 A topological relationship diagram of the control system, motor, canard, and energy management system of the present invention;

[0029] Figure 6 It is a block diagram of the control system of the present invention;

[0030] Figure 7 is a control strategy flow chart of the present invention;

[0031] Figure 8 It is the vertical take-off and landing workflow diagram of the present invention;

[0032] Fig. 9 A state change diagram of the two-axis mode being converted into the fixed-wing mode of the present invention;

[0033] Fig.10 A state change diagram of the fixed-wing mode being converted to a two-axis mode of the present invention;

[0034] Fig.11 This is a hovering state diagram of the present invention in the two-axis mode;

[0035] Fig.12 This is a rolling state diagram under the two-axis mode of the present invention;

[0036] Fig.13 It is a pitch state diagram of the present invention under the two-axis mode;

[0037] Fig.14 It is a side view of the heading control in the two-axis mode of the present invention;

[0038] Fig.15 It is a top view of the heading control in the two-axis mode of the present invention;

[0039] Fig.16 This is a horizontal forward state diagram of the fixed-wing mode of the present invention;

[0040] Fig.17 This is a fixed-wing mode heading control state diagram of the present invention;

[0041] Fig.18 It is a pitch state diagram of the fixed-wing mode of the present invention;

[0042] Fig.19 It is a rolling state diagram of the fixed-wing mode of the present invention;

[0043] In the picture, 1. fuselage; 2. propeller; 3. motor; 4. canard; 5. wing. DETAILED DESCRIPTION

[0044] The present invention will be further described below in conjunction with the accompanying drawings and embodiments.

[0045] Reference to the embodiments of the present invention Figure 1 , 5 As shown, an aircraft includes a fuselage, a propeller, a motor, a canard, a wing, a control system and an energy management system.

[0046] The fuselage is a cylindrical barrel shape, and the head and tail of the fuselage are rectified cones to reduce induced drag; the canard is trapezoidal, located on the central axis of the front of the fuselage, higher than the wing; the wing is a modified delta wing with a transitional leading edge arc, installed on the middle and rear section of the fuselage, lower than the canard, presenting a lower single-wing layout. The canard and wing form a canard layout, realizing coupled vortex lift increase. During flight, the detached vortex generated by the front wing of the canard forms a favorable interference with the attached vortex of the wing, thereby improving the flow field of the wing, increasing the lift of the wing, delaying vortex rupture, and improving the overall aerodynamic performance of the aircraft.

[0047] like Figure 1-3 As shown, the canard layout, as an advanced aerodynamic layout, successfully utilizes the design concept of vortex separation flow configuration in aerodynamics. The canard layout of the present invention adopts close coupling, and the canard fully and effectively utilizes the vortex aerodynamic force, which not only provides positive trim lift, but also can achieve direct force control of flight attitude with the cooperation of other control surfaces, so that the layout has extremely strong control ability at large angles of attack. The aerodynamic force of the canard layout is mainly affected by the geometric shapes of the canard and the main wing. The layout's lift-enhancing starting angle of attack increases with the increase of the main wing's sweep angle, and the lift-enhancing effect is more obvious on a small swept main wing.

[0048] like Figure 4 As shown in the figure, the aircraft adopts a close-coupled canard layout, in which the sweep angles of the canard and the wing are determined by fluid simulation. In order to simplify the calculation, the propeller slipstream is ignored for aerodynamic simulation, and the canard sweep angles of 40°, 50°, 60°, 70° and the wing sweep angles of 40°, 50°, 60° are selected for simulation according to experience. It can be seen from the simulation that the combination of the canard and the wing with a sweep angle has a greater improvement in lift coefficient than the simple swept wing. Among them, the combination of the canard sweep angle of 70° and the wing sweep angle of 40° has the most gentle change in the overall lift coefficient at an angle of attack of 0-54°, ​​except for two slight fluctuations in the lift coefficient at 30°-36° and 50°-54°. The aircraft is mainly used for patrol missions, involving complex aerodynamics and flight mode conversion, and it is appropriate to select the most stable and reliable aerodynamic layout. Therefore, according to the simulation results, the aerodynamic layout of the canard sweep angle of 70° and the wing sweep angle of 40° is selected.

[0049] like Figure 5-6 As shown, the control system includes a sensor acquisition unit, a main control processor, a computing node, a communication module and a motion coprocessor, wherein the main control processor, the computing node, the communication module and the motion coprocessor are installed on the airborne flight control board, and the sensor acquisition unit includes a GPS and / or Beidou navigation system, an inertial navigation system, an electronic compass, a pitot tube, a temperature meter, a vibration sensor and a structural deformation sensor. The GPS and / or Beidou system obtains the position data of the aircraft, the inertial navigation device obtains the attitude data of the aircraft, the electronic compass is used to obtain the heading data, the pitot tube obtains the airspeed data of the aircraft, and the vibration sensor and the structural deformation sensor obtain the body structure data.

[0050] The main control processor and motion coprocessor collect position data, attitude data, heading data, airspeed data and body structure data through the sensor Internet of Things for calculation, and connect with the motion coprocessor through a high-speed bus to drive the canard and motor to adjust the aircraft state; the two motors are installed in the middle of the leading edge of the canard. When flying, the canard is completely immersed in the airflow of the propeller, and the control system performs vector control on the motor;

[0051] Vector control means that the motor and propeller are directly installed on the canard, and the canard movement directly changes the direction of the pulling force and directly generates the corresponding control torque. Different from the traditional fixed-wing pneumatic control rudder, the propeller of the aircraft of the present invention can generate direct control torque after rotation, which is not affected by the flight airspeed of the aircraft, and there is no control force failure in the control torque within the entire flight envelope.

[0052] Among them, Figure 5 As shown in the figure, the topological relationship of the control system, motor, canard, and energy management system of the aircraft is that the main control processor is used to run the timing operating system, solve positioning, orientation, and attitude, execute the flight control algorithm, receive communication signals, and debug. The computing node is used for aircraft mode recognition and system reconstruction. The motion coprocessor is used for motor drive and canard control. The main control processor, computing node, motion coprocessor, and sensor acquisition unit constitute a multi-core distributed networking hardware architecture. The main control processor and the motion coprocessor exchange data through a high-speed bus communication mechanism; the main control processor and the sensor acquisition unit form a star-shaped information Internet of Things network; the main control processor, computing node, and motion coprocessor form a master-slave multi-core decision center through a high-speed bus.

[0053] Among them, the sensor acquisition unit and the main control processor form a star-shaped information Internet of Things network. Under normal conditions, the main control processor actively dispatches the required sensor information. In an emergency, the sensor acquisition unit can seize the network communication token according to priority, and the communication port can trigger the main control processor hardware interrupt to respond to relevant emergency processing procedures in real time.

[0054] Furthermore, the aircraft has a fuselage length of 800 mm and a wingspan of 500 mm.

[0055] Furthermore, the propeller uses an F60kv1750 motor with a 6040 two-blade propeller, and the 6s lithium battery has a thrust-to-weight ratio of over 2 at full throttle.

[0056] Furthermore, the canard is connected to the fuselage through a rotating shaft, and the control system drives the rotating shaft to rotate, and the canard rotates with the rotating shaft;

[0057] Furthermore, the wing is formed in one piece and uses high-density foam material.

[0058] Furthermore, the moving parts of the aircraft are two motors and two canards, there are no rudder surfaces, and the control system and mission payload are installed inside the fuselage.

[0059] The aircraft has efficient and simple aerodynamics, no traditional aerodynamic control surfaces and vertical tail, very little resistance, strong twin-engine power, high thrust-to-weight ratio, and is suitable for high-speed flight. The aircraft has no vertical tail, a low height for easy storage and transportation, no traditional control surfaces, a streamlined structure, and is easy to mass produce. The vortices pulled out by the canard will couple with the vortices on the upper surface of the wing to increase the lift of the wing. When the speed is further reduced to zero, it adopts a two-axis mode of flight, the lift is entirely generated by the thrust of the motor, the wing is almost vertical, and no lift is generated.

[0060] like Figure 7-8 As shown, a control method of an aircraft,

[0061] During the takeoff phase, the aircraft takes off vertically in two-axis mode, climbs to a height of 2m, and rotates in the heading direction to determine the wind direction based on the hovering inclination angle. The aircraft accelerates against the wind in two-axis mode. When the airspeed exceeds the critical airspeed, the aircraft switches from two-axis mode to fixed-wing mode to complete the takeoff.

[0062] During the landing phase, the aircraft enters the glide path in fixed-wing mode, lowers altitude and decelerates. When the speed is less than the critical airspeed, the aircraft switches from fixed-wing mode to two-axis mode. The aircraft maintains altitude and flies toward the landing point in two-axis mode. After reaching the landing point, the aircraft takes off and lands vertically.

[0063] When changing flight modes during a mission, the aircraft will directly accelerate or decelerate, switching between different flight modes according to the airspeed.

[0064] like Fig. 9 As shown, the process of converting from the two-axis mode to the fixed-wing mode is as follows: the aircraft starts to convert while maintaining a hovering state, the canards are linked to deflect forward, and the aircraft gradually accelerates at a large angle of attack. When the aircraft airspeed exceeds the safe airspeed, the aircraft gradually transitions to fixed-wing mode flight.

[0065] like Fig.10As shown, the process of converting from fixed-wing mode to two-axis mode is as follows: the aircraft starts the conversion in fixed-wing horizontal flight, the canards are linked to deflect upward, the aircraft's angle of attack gradually increases, and the airspeed gradually decreases, and the aircraft gradually transitions from horizontal to vertical two-axis hovering flight in two-axis mode.

[0066] Among them, the judgment criteria for control mode switching are: two-axis mode control when the airspeed is less than or equal to the critical airspeed, and fixed-wing mode control when the airspeed exceeds the critical airspeed.

[0067] Among them, Fig.11 As shown, in the two-axis mode, the two motors control the altitude in linkage, the differential controls the aircraft's roll, the canards control the aircraft's pitch in linkage, and the canards control the heading in differential. The aircraft is approximately perpendicular to the horizontal plane, and the lift comes entirely from the propellers. The aircraft's flight state is similar to that of a helicopter, and it can hover, ascend and descend, and fly slowly forward, backward, left, and right, consuming a lot of electricity.

[0068] like Fig.12 As shown, the dual motors differentially control the roll of the aircraft. The dual motors rotate differentially to generate lift difference, which controls the roll and lateral movement of the aircraft.

[0069] like Fig.13 As shown, the canard wings are linked to control the pitch of the aircraft, the canard wings are linked in the same direction, and the lift deflection generated by the dual motors controls the pitch movement of the aircraft.

[0070] like Figure 14-15 As shown, the double canard wing differentially controls the heading of the aircraft. The double canard wing differentially controls the dual motors to drive the propellers to generate differential thrust to control the heading of the aircraft.

[0071] Furthermore, in fixed-wing mode, the two motors are linked to control airspeed, the differential controls heading, the canards are linked to control pitch, and the canards are differentially controlled to control roll; the aircraft is approximately parallel to the horizontal plane, and the lift mainly comes from the wings. The aircraft's flight state is similar to that of a fixed-wing aircraft, and it can fly forward at high speed, consumes less power, and has higher flight efficiency. Fixed-wing mode control is equivalent to a two-axis mode with a horizontal rotation of 90°.

[0072] like Fig.16 As shown, in fixed-wing mode, the dual motors are controlled in linkage to propel the aircraft to fly forward horizontally.

[0073] like Fig.17 As shown, in fixed-wing mode, dual motors are differentially controlled, and the dual motor thrust difference controls the heading of the aircraft.

[0074] like Fig.18 As shown, in fixed-wing mode, the dual canards are differentially linked and controlled, and the dual motor thrust is deflected in the pitch direction to control the pitch of the aircraft.

[0075] like Fig.19As shown, in fixed-wing mode, the dual canards are differentially controlled, and the dual motors are deflected in opposite pitch directions to control the roll of the aircraft.

[0076] When switching between two-axis vertical hovering and fixed-wing cruise modes, the power is sufficient, the motor canard forms vector control, the center of gravity of the entire aircraft is far away from the canard, the wing aerodynamic area is large, the lift is sufficient, and the aerodynamic damping is large, so the aircraft control torque is sufficient and the aircraft is controllable in various states, without the innate aerodynamic defects of traditional aircraft such as stall.

[0077] The above-described embodiment only expresses one embodiment of the present invention, but it should not be understood as limiting the scope of the present invention. It should be pointed out that for ordinary technicians in this field, several modifications and improvements can be made without departing from the concept of the present invention, which all belong to the protection scope of the present invention.

Claims

1. A method for controlling an aircraft, characterized in that: The aircraft comprises a fuselage, a propeller, a motor, a canard, a wing, a control system and an energy management system. The fuselage is a cylindrical barrel, and the head and tail of the fuselage are rectified cones; the canard is a trapezoidal wing, located at the central axis of the front part of the fuselage, and higher than the wing; the wing is a modified delta wing, with a leading edge arc transition, installed in the middle and rear section of the fuselage, lower than the canard, presenting a lower single wing layout, and the canard and the wing constitute a canard layout to achieve coupled vortex lift increase; the canard sweep angle is 40°, 50°, 60° or 70°, and the wing sweep angle is 40°, 50° or 60°; The control system includes a sensor acquisition unit, a main control processor, a computing node, a communication module and a motion coprocessor, wherein the main control processor, the computing node, the communication module and the motion coprocessor are installed on the airborne flight control board, and the sensor acquisition unit includes a GPS and / or Beidou navigation system, an inertial navigation system, an electronic compass, a pitot tube, a temperature meter, a vibration sensor and a structural deformation sensor. The GPS and / or Beidou system obtains the position data of the aircraft, the inertial navigation device obtains the attitude data of the aircraft, the electronic compass is used to obtain the heading data, the pitot tube obtains the airspeed data of the aircraft, and the vibration sensor and the structural deformation sensor obtain the body structure data; The main control processor is used to run the timing operating system, solve positioning, orientation and attitude determination, execute flight control algorithms, receive communication signals and debug. The computing nodes are used for aircraft mode recognition and system reconstruction. The motion coprocessor is used for motor drive and canard control. The main control processor, computing nodes, motion coprocessor and sensor acquisition unit form a multi-core distributed networking hardware architecture. The main control processor and the motion coprocessor exchange data through a high-speed bus communication mechanism; the main control processor and the sensor acquisition unit form a star-shaped information Internet of Things network; the main control processor, computing nodes and motion coprocessor form a master-slave multi-core decision center through a high-speed bus; The canard is connected to the fuselage through a rotating shaft. The control system drives the rotating shaft to rotate, and the canard rotates with the rotating shaft. The moving parts of the aircraft are two motors and two canards. There are no rudder surfaces. The control system and mission payload are installed inside the fuselage. The control method of the aircraft is: During the takeoff phase, the aircraft takes off vertically in two-axis mode, climbs to a height of 2m, and rotates in the heading direction to determine the wind direction based on the hovering inclination angle; the aircraft accelerates against the wind in two-axis mode; when the airspeed exceeds the critical airspeed, the aircraft switches from two-axis mode to fixed-wing mode to complete the takeoff; During the landing phase, the aircraft enters the glide path in fixed-wing mode, lowers altitude and decelerates. When the speed is less than the critical airspeed, the aircraft switches from fixed-wing mode to two-axis mode. The aircraft maintains altitude and flies toward the landing point in two-axis mode. After reaching the landing point, the aircraft takes off and lands vertically. When switching flight modes during mission execution, the aircraft will directly accelerate and decelerate, and switch between different flight modes according to the airspeed. The criteria for switching control modes are: two-axis mode control when the airspeed is less than or equal to the critical airspeed, and fixed-wing mode control when the airspeed exceeds the critical airspeed. In fixed-wing mode, the two motors work together to control airspeed, the differential controls heading, the canards work together to control pitch, and the canards differentially control roll; the aircraft is approximately parallel to the horizontal plane, the lift mainly comes from the wings, and the aircraft can fly forward at high speed; In two-axis mode, the two motors work together to control the altitude, the differential controls the roll of the aircraft, the canards work together to control the pitch of the aircraft, and the canards differentially control the heading; the aircraft is approximately perpendicular to the horizontal plane, and all the lift comes from the propellers. The aircraft can hover, ascend and descend, and fly slowly forward, backward, left and right.

2. The method for controlling an aircraft according to claim 1, characterized in that: The process of converting from two-axis mode to fixed-wing mode is as follows: the aircraft starts to convert while in hovering state, the canards are linked to deflect forward, and the aircraft gradually accelerates at a high angle of attack. When the aircraft's airspeed exceeds the safe airspeed, the aircraft gradually transitions to fixed-wing mode. The process of converting from fixed-wing mode to two-axis mode is as follows: the aircraft starts the conversion in fixed-wing horizontal flight, the canards are linked to deflect upward, the aircraft's angle of attack gradually increases, and the airspeed gradually decreases, and the aircraft gradually transitions from horizontal to vertical two-axis hovering flight in two-axis mode.

3. The method for controlling an aircraft according to claim 1, characterized in that: The main control processor and motion coprocessor collect position data, attitude data, heading data, airspeed data and body structure data through the sensor Internet of Things for calculation, and connect with the motion coprocessor through a high-speed bus to drive the canard and motor to adjust the aircraft state; the two motors are installed in the middle section of the leading edge of the canard. During flight, the canard is completely immersed in the airflow of the propeller, and the control system performs vector control on the motor.

4. The method for controlling an aircraft according to claim 1, characterized in that: The sensor acquisition unit and the main control processor form a star-shaped information Internet of Things network. Under normal conditions, the main control processor actively dispatches the required sensor information. In an emergency, the sensor acquisition unit can seize the network communication token according to priority, and the communication port can trigger the main control processor hardware interrupt to respond to relevant emergency processing procedures in real time.

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