Multicopter aircraft and related methods for air separation from a fixed-wing aircraft

Abstract

A kind of multi-rotor aircraft (1), including frame (11) and first drive component (12), frame (11) includes body (111) and two pairs of interfaces (112), two pairs of interfaces (112) are respectively arranged on the opposite sides or top end of body (111);First drive component (12) includes two groups of first rotor units (120) respectively arranged on the bottom surface of two pairs of interfaces (112) or on body (111), after the docking of multi-rotor aircraft (1) and fixed-wing aircraft (2), first rotor unit (120) is separated from the wing (22) of fixed-wing aircraft (2) by interface (112) and / or body (111) barrier.This scheme is docked and separated by multi-rotor aircraft (1) and fixed-wing aircraft (2), to assist fixed-wing aircraft (2) to realize vertical take-off and landing function;Multi-rotor aircraft (1) is docked by interface (112) with the wing (22) of fixed-wing aircraft (2), so that the dockable length of multi-rotor aircraft (1) and fixed-wing aircraft (2) in its longitudinal and transverse direction increases, which is beneficial to improve the success rate of docking;Before and after the docking and separation of multi-rotor aircraft (1) and fixed-wing aircraft (2), first rotor unit (120) and the wing (22) of fixed-wing aircraft (2) can be effectively avoided from colliding.

Description

Technical Field

[0001] This invention belongs to the technical field of aircraft take-off and landing devices, and more specifically, relates to a multi-rotor aircraft and a related method for its aerial separation from a fixed-wing aircraft. Background Technology

[0002] Fixed-wing aircraft possess high speeds and long ranges, but their inability to take off and land vertically limits their operational scope. Currently, hybrid-lift aircraft, created by adding mechanisms to drive the propulsion unit's vector deflection or adding a rotor unit to provide lift, can operate in rotor mode during takeoff and landing and in fixed-wing mode during cruise, thus achieving vertical takeoff and landing capabilities while retaining some of the advantages of fixed-wing aircraft. However, the additional components in a hybrid-lift aircraft become dead weight in its fixed-wing mode, and due to the need to accommodate vertical takeoff and landing, hybrid-lift aircraft typically cannot achieve the same aerodynamic optimization efficiency as fixed-wing aircraft. Summary of the Invention

[0003] The purpose of this invention is to provide a multi-rotor aircraft, including but not limited to solving the technical problem of how to assist fixed-wing aircraft in achieving vertical take-off and landing.

[0004] To achieve the above objectives, the present invention provides a multi-rotor aircraft for docking and separating from a fixed-wing aircraft in flight, comprising:

[0005] A frame, comprising a main body and two docking portions for docking with the wings of the fixed-wing aircraft; the two docking portions are respectively located on opposite sides of the main body, or located on the top of the main body and arranged laterally along the multi-rotor aircraft; both docking portions extend longitudinally along the multi-rotor aircraft; and

[0006] A first drive assembly is used to provide lift for the multi-rotor aircraft. The first drive assembly includes two sets of first rotor units, which are respectively disposed on the bottom surface of the two docking parts or on the body. After the multi-rotor aircraft docks with the fixed-wing aircraft, the first rotor units are separated from the wings of the fixed-wing aircraft by the docking parts and / or the body.

[0007] The present invention also provides a method for the mid-air separation of a fixed-wing aircraft and a multi-rotor aircraft, applied to the aforementioned multi-rotor aircraft, the method comprising the following steps:

[0008] The sliding component slides relative to the body and moves the fixed-wing aircraft to a position where its wings are close to the middle or tail of the multi-rotor aircraft;

[0009] The sliding component restricts the relative displacement between the fixed-wing aircraft and the multi-rotor aircraft, while the multi-rotor aircraft and the fixed-wing aircraft fly forward together;

[0010] The sliding component rapidly slides toward the head of the multi-rotor aircraft to further accelerate the fixed-wing aircraft, and quickly releases the fixed-wing aircraft upon reaching or approaching the head of the multi-rotor aircraft, thereby achieving the separation of the fixed-wing aircraft from the multi-rotor aircraft.

[0011] The present invention also provides a method for accelerating a fixed-wing aircraft and a multi-rotor aircraft before separation in mid-air, applicable to the aforementioned multi-rotor aircraft and fixed-wing aircraft, wherein the multi-rotor aircraft or the fixed-wing aircraft is provided with a limiting structure for restricting the relative displacement between the two, and the method includes:

[0012] In flight, the multi-rotor aircraft and the fixed-wing aircraft are restricted in their relative displacement by the limiting structure. At the same time, the fixed-wing aircraft actively begins to accelerate and drives the multi-rotor aircraft forward together.

[0013] The present invention also provides a method for increasing the lift of a fixed-wing aircraft when it separates from a multi-rotor aircraft in mid-air, applicable to the aforementioned multi-rotor aircraft, the method comprising:

[0014] When the fixed-wing aircraft and the multi-rotor aircraft in flight are about to separate in mid-air, the nose of the multi-rotor aircraft actively tilts up and drives the nose of the fixed-wing aircraft to tilt up as well, thereby increasing the pitch angle of the fixed-wing aircraft when it separates from the multi-rotor aircraft in mid-air.

[0015] Details of one or more embodiments of the present invention are set forth in the following drawings and description. Other features, objects, and advantages of the invention will become apparent from the specification, drawings, and claims. Attached Figure Description

[0016] To more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0017] Figure 1 A three-dimensional schematic diagram of a multi-rotor aircraft docked with a fixed-wing aircraft, provided in the first embodiments of Embodiments 1, 2 and 3 of the present invention;

[0018] Figure 2 This is a perspective view of a multi-rotor aircraft provided in the first embodiments of Embodiments 1, 2, and 3 of the present invention;

[0019] Figure 3 This is a front view schematic diagram of a multi-rotor aircraft provided in the first embodiment of Embodiments 1, 2 and 3 of the present invention;

[0020] Figure 4 This is a perspective view of a multi-rotor aircraft provided in the first embodiments of Embodiments 1, 2, and 3 of the present invention;

[0021] Figure 5 A three-dimensional schematic diagram of a multi-rotor aircraft docked with a fixed-wing aircraft, provided for the second embodiment of the third embodiment of the present invention;

[0022] Figure 6 These are three-dimensional schematic diagrams of the docking of a multi-rotor aircraft and a fixed-wing aircraft, as provided in Embodiments 4 and 5 of the present invention.

[0023] Figure 7 These are perspective schematic diagrams of the multi-rotor aircraft provided in embodiments four and five of the present invention;

[0024] Figure 8 This is a three-dimensional schematic diagram of another multi-rotor aircraft provided in Embodiment 4 of the present invention;

[0025] Figure 9 This is a three-dimensional schematic diagram of the docking of a multi-rotor aircraft and a fixed-wing aircraft according to Embodiment Six of the present invention;

[0026] Figure 10 for Figure 9 Enlarged view of point A in the middle;

[0027] Figure 11 This is a three-dimensional schematic diagram of the multi-rotor aircraft provided in Embodiment Six of the present invention when flying forward alone;

[0028] Figure 12 for Figure 11 Enlarged diagram of point B in the middle. Detailed Implementation

[0029] To make the technical problems, technical solutions, and beneficial effects of the present invention clearer, the present invention will be further described in detail below with reference to the accompanying drawings and embodiments.

[0030] Example 1:

[0031] Please see Figures 1 to 3The multi-rotor aircraft 1 is used to dock and separate from the fixed-wing aircraft 2 in flight. It includes a frame 11 and a first drive assembly 12. The frame 11 includes a body 111 and two docking parts 112. The two docking parts 112 are respectively disposed on opposite sides of the body 111, and both docking parts 112 extend longitudinally along the multi-rotor aircraft 1 for docking with the wings 22 of the fixed-wing aircraft 2. For example, in one embodiment, the two docking parts 112 extend from the nose of the multi-rotor aircraft 1 to the tail and dock with the left and right wings of the fixed-wing aircraft 2, respectively. The first drive assembly 12 provides lift for the multi-rotor aircraft 1. Here, the first drive assembly 12 includes two sets of first rotor units, which are respectively disposed on the bottom surfaces of two docking portions 112. Each set of first rotor units includes at least one first rotor unit 120. Preferably, each set of first rotor units may include multiple first rotor units 120, and these multiple first rotor units 120 are arranged longitudinally on the corresponding docking portions 112. This effectively reduces the blade size of each first rotor unit 120 while still meeting the lift requirements for the multi-rotor aircraft 1. When the multi-rotor aircraft 1 docks with the fixed-wing aircraft 2, the first rotor units 120 and the wing 22 are separated by the docking portions 112. Since the multi-rotor aircraft 1 can dock and separate from the fixed-wing aircraft 2 in flight, and can take off and land vertically while carrying the fixed-wing aircraft 2, it assists the fixed-wing aircraft 2 in achieving vertical take-off and landing. In addition, the multi-rotor aircraft 1 docks with the wing 22 of the fixed-wing aircraft 2 through the docking part 112 extending along its longitudinal direction, which increases the docking length of the multi-rotor aircraft 1 and the fixed-wing aircraft 2 in both longitudinal and lateral directions, thereby improving the success rate of docking. Furthermore, before and after the multi-rotor aircraft 1 docks and separates from the fixed-wing aircraft 2, the docking part 112 can also effectively prevent the first rotor unit 120 from colliding with the wing 22.

[0032] It should be noted that in the embodiments provided by the present invention, "longitudinal" and "lateral" refer to the longitudinal and lateral directions of the multi-rotor aircraft 1. Optionally, no propeller or other power unit is provided on the wing 22, or a power unit is provided on the upper surface of the wing 22 while keeping the lower surface of the wing 22 flat; and before docking with the multi-rotor aircraft 1, the aerodynamic control surfaces on the wing 22 of the fixed-wing aircraft 2 can be deflected upwards to avoid damage from the force of the docking part 112 during docking. In addition, after the multi-rotor aircraft 1 docks with the fixed-wing aircraft 2, the docking part 112 can be used to support the wing 22, or the multi-rotor aircraft 1 can also be provided with other supporting mechanisms to support the fixed-wing aircraft 2.

[0033] In this embodiment, the multi-rotor aircraft 1 and the fixed-wing aircraft 2 achieve aerial docking and separation in the following manner: Before docking, the fixed-wing aircraft 2 reduces its flight speed while maintaining straight flight. Then, the multi-rotor aircraft 1 automatically maintains its flight directly below the fixed-wing aircraft 2. Simultaneously, the fixed-wing aircraft 2 lowers its altitude relative to the multi-rotor aircraft 1, or the multi-rotor aircraft 1 raises its altitude relative to the fixed-wing aircraft 2, until the wings 22 of the fixed-wing aircraft 2 land on the docking portion 112 of the multi-rotor aircraft 1. This completes the docking of the multi-rotor aircraft 1 and the fixed-wing aircraft 2. Optionally, the rotor... As the multi-rotor aircraft 1 approaches docking, its vertical speed is adjusted via the first rotor unit 120 to reduce the speed difference between it and the fixed-wing aircraft 2 in the vertical direction during docking. This helps to reduce the interaction force between the wings 22 and the docking section 112. Before separation, the multi-rotor aircraft 1 drives the fixed-wing aircraft 2 forward to accelerate, assisting the fixed-wing aircraft 2 in accelerating. Then, the fixed-wing aircraft 2 increases its power output, further accelerating forward relative to the multi-rotor aircraft 1 until the wings 22 of the fixed-wing aircraft 2 detach from the multi-rotor aircraft 1, thus completing the separation of the multi-rotor aircraft 1 and the fixed-wing aircraft 2. Of course, depending on the specific circumstances and requirements, in other embodiments of the present invention, the multi-rotor aircraft 1 and the fixed-wing aircraft 2 can also use other methods to achieve aerial docking and separation, which is not limited here.

[0034] Understandably, a controller and power supply assembly are mounted on the frame 11 of the multirotor aircraft 1. The first rotor unit 120 is electrically connected to the controller and power supply assembly, and all flight maneuvers of the multirotor aircraft 1 are controlled by the controller. Here, the controller and power supply assembly are conventional flight controllers and battery modules in the art, respectively. The fixed-wing aircraft 2 may also be equipped with a controller, and the controller of the multirotor aircraft 1 and the controller of the fixed-wing aircraft 2 can communicate directly or indirectly.

[0035] Further, please refer to Figure 1 and Figure 2 In this embodiment, the fuselage 21 of the fixed-wing aircraft 2 is at least partially located on the underside of its wings 22. A receiving area 1110 is provided on the body 111, extending longitudinally and having a lateral width greater than the width of the fuselage 21 of the fixed-wing aircraft 2. This receiving area is used to accommodate a portion of the fuselage of the fixed-wing aircraft 2 after the multi-rotor aircraft 1 docks with the fixed-wing aircraft 2. The first rotor unit 120 is separated from the receiving area 1110 by the body 111, preventing the fuselage 21 of the fixed-wing aircraft 2 from touching the first rotor unit 120 of the multi-rotor aircraft 1 before and after docking and separation. Of course, in other embodiments of the present invention, the fuselage of the fixed-wing aircraft 2 may be entirely located on the top side of its wings, i.e., the fixed-wing aircraft 2 may adopt a low-wing aerodynamic layout, which is not a unique limitation here.

[0036] Optionally, in this embodiment, the bottom surface of the docking portion 112 is perpendicular to the rotor rotation axis of the first rotor unit 120, and the distance from a point on the top surface of the docking portion 112 to the bottom surface of the docking portion 112 gradually decreases longitudinally from the head to the tail of the multi-rotor aircraft 1. When the multi-rotor aircraft 1 flies forward, the top surface of the docking portion 112 can form an angle of attack with the horizontal plane, so that the fixed-wing aircraft 2 supported by the docking portion 112 has a large angle of attack, which is beneficial to increasing the lift of the fixed-wing aircraft 2 when it separates from the multi-rotor aircraft 1.

[0037] Optionally, please refer to Figures 2 to 4 In this embodiment, the body 111 includes two vertical supports and a beam assembly. The two vertical supports are symmetrically distributed relative to the beam assembly. Each vertical support includes a first column 1111, a second column 1112, a first longitudinal beam 1113, and a second longitudinal beam 1114. The two ends of the first longitudinal beam 1113 are respectively connected to the tops of the first column 1111 and the second column 1112. The two ends of the second longitudinal beam 1114 are respectively connected to the middle of the first column 1111 and the middle of the second column 1112. The bottom end of 12 serves as the landing gear for the multi-rotor UAV 1 and is equipped with casters 115. The crossbeam assembly includes a first crossbeam 1115, a second crossbeam 1116, and at least two third crossbeams 1117. The first crossbeam 1115, the second crossbeam 1116, and two vertical supports enclose an accommodating area 1110. The opposite ends of the first crossbeam 1115 are respectively connected to the middle of the two first columns 1111, and the opposite ends of the second crossbeam 1116 are respectively connected to the middle of the two second columns 1112. The third crossbeams 1117 are used to connect the docking part 112 and the first longitudinal beam 1113. In this way, the entire body 111 is frame-shaped, which can effectively reduce the weight of the multi-rotor aircraft 1.

[0038] Optionally, in another embodiment of this invention, two sets of first rotor units are disposed on the body 111. For example, the two sets of first rotor units are respectively disposed on the bottom surface of the third crossbeam 1117 connected to different docking parts 112. When the multi-rotor aircraft 1 docks with the fixed-wing aircraft 2, the first rotor unit 120 and the wing 22 are separated by the docking part 112 and / or the body 111, thereby effectively preventing the first rotor unit 120 from colliding with the wing 22 before and after the multi-rotor aircraft 1 docks with and separates from the fixed-wing aircraft 2. In this structure, the two docking parts 112 can also be disposed on the top of the body 111 and arranged laterally. For example, the two docking parts 112 are respectively disposed on the two first longitudinal beams 1113, and the lateral distance between the two docking parts 112 is greater than the width of the fuselage 21 of the fixed-wing aircraft 2.

[0039] Optionally, please refer to Figure 2 and Figure 3 In this embodiment, a sliding band 113 and a locking mechanism (not shown) are provided on the top surface of the docking part 112. The sliding band 113 contacts the wing of the fixed-wing aircraft 2 and can slide longitudinally relative to the docking part 112. The locking mechanism can lock the sliding band 113 during the docking process of the fixed-wing aircraft 2 and the multi-rotor aircraft 1 to increase the longitudinal friction between the fixed-wing aircraft 2 and the multi-rotor aircraft 1. This friction can be used to reduce the tendency of the fixed-wing aircraft 2 to slide longitudinally relative to the multi-rotor aircraft 1 after docking. In addition, the locking mechanism can release the lock on the sliding band 113 during the separation process of the fixed-wing aircraft 2 and the multi-rotor aircraft 1 to reduce the longitudinal friction between the fixed-wing aircraft 2 and the multi-rotor aircraft 1, so that the resistance experienced by the fixed-wing aircraft 2 before separation from the multi-rotor aircraft 1 is reduced. Specifically, the contact surface between the sliding strip 113 and the wing 22 of the fixed-wing aircraft 2 can be textured to increase the longitudinal sliding friction coefficient between the sliding strip 113 and the wing 22. The contact surface between the sliding strip 113 and the docking part 112 can be coated with a lubricating coating to reduce the sliding friction coefficient between the sliding strip 113 and the docking part 112. Furthermore, the sliding strip 113 can be made of a cushioning material, such as rubber, which helps to reduce the interaction force when the wing 22 and the docking part 112 dock. In this embodiment, the locking mechanism is a conventional braking mechanism in the art, and it is connected to the sliding strip 113 in a conventional connection manner, which will not be described in detail here.

[0040] Optionally, please refer to Figure 2 and Figure 3 In this embodiment, the frame 11 further includes a blocking part 114, which may be disposed on the body 111 and near the rear end of the body 111, and / or disposed on the docking part 112 and near the rear end of the docking part 112, for preventing the fixed-wing aircraft 2 from moving toward the tail of the multi-rotor aircraft 1 when the multi-rotor aircraft 1 drives the fixed-wing aircraft 2 to accelerate forward.

[0041] Example 2:

[0042] Please see Figure 2 and Figure 3The multi-rotor aircraft provided in this embodiment is basically the same as that in Embodiment 1, except that the multi-rotor aircraft 1 further includes a second drive assembly 13, which is disposed on the body 111 and / or docking part 112 and is used to directly provide thrust or pull for forward flight of the multi-rotor aircraft 1. Specifically, the second drive assembly 13 can be a propeller or a turbojet propulsion unit, etc. When it is located at the front end of the main body 111 and / or the docking part 112, the second drive assembly 13 can provide the thrust for the multi-rotor aircraft 1 to fly forward. When it is located at the rear end of the main body 111 and / or the docking part 112, the second drive assembly 13 can provide the thrust for the multi-rotor aircraft 1 to fly forward. Compared with the multi-rotor aircraft 1 that only has the first drive assembly 12, the multi-rotor aircraft 1 in this embodiment does not need to generate forward driving force by pitching down the nose when flying forward, thereby avoiding the increase of aerodynamic drag when the combination of the multi-rotor aircraft 1 and the fixed-wing aircraft 2 flies forward, and avoiding the decrease of the angle of attack when the fixed-wing aircraft 2 separates from the multi-rotor aircraft 1.

[0043] Example 3:

[0044] Please see Figures 1 to 4 The multi-rotor aircraft 1 provided in this embodiment can be an additional cargo bay mechanism 14 added to the main body 111 of the multi-rotor aircraft 1 provided in Embodiment 1 or 2, or it can be added to other frame structures; no single limitation is made here. In this embodiment, the cargo bay mechanism 14 is used to replace the payload bay 23 of the fixed-wing aircraft 2 after the multi-rotor aircraft 1 docks with the fixed-wing aircraft 2 in flight. In this way, when the fixed-wing aircraft 2 performs multiple bidirectional payload transport missions, such as when the fixed-wing aircraft 2 repeatedly transports payloads between two locations, the fixed-wing aircraft 2 can complete the replacement of the payload bay 23 and start performing the next payload transport mission immediately after docking with the multi-rotor aircraft 1 in the air, without having to transfer the multi-rotor aircraft 1 to the take-off and landing point to replace the payload bay 23, thus improving the efficiency of the fixed-wing aircraft 2 in transporting payloads. It is understandable that the payload bay 23 can be detached from the fuselage 21 of the fixed-wing aircraft 2; or the payload bay 23 can be the main body of the fuselage 21, and can be directly connected to and separated from the wing 22. In this structure, the drive unit and other aerodynamic control components of the fixed-wing aircraft 2, such as the tail fin, can be directly connected to the wing 22. Furthermore, the payload bay 23 can also house the power components of the fixed-wing aircraft 2, such as battery modules or fuel tanks, so that the multi-rotor aircraft 1 can replace the battery modules or fuel tanks of the fixed-wing aircraft 2 while replacing the payload bay 23. In practical applications, one multi-rotor aircraft 1 can provide payload bay 23 replacement services for multiple fixed-wing aircraft 2 at different times.

[0045] Optionally, the loading mechanism 14 includes a first loading assembly 141 and a drive unit. The first loading assembly includes at least two first loading members 1411 for loading the payload bay 23. The drive unit is used to drive the first loading assembly to move relative to the body 111 so that at least two first loading members 1411 alternately approach the fixed-wing aircraft 2 docked with the multi-rotor aircraft 1, thereby enabling one of the first loading members 1411 to load the payload bay 23 unloaded from the fixed-wing aircraft 2 and the payload bay 23 loaded by the other first loading member 1411 to be loaded by the fixed-wing aircraft 2. Specifically, the drive unit drives the first mounting assembly to move relative to the body 111 so that at least one first mounting component 1411 first approaches and mounts the payload bay 2 on the fixed-wing aircraft 2 and at least another first mounting component 1411 then approaches the fixed-wing aircraft 2 until the payload bay 23 mounted by the first mounting component 1411 can be loaded by the fixed-wing aircraft 2. During the process of the loading bay 23 of the fixed-wing aircraft 2 being changed by the loading bay mechanism 14, the position of the fixed-wing aircraft 2 relative to the body 111 remains unchanged.

[0046] Please see Figures 2 to 4 In a first embodiment of this invention, the first mounting assembly 141 is rotatably connected to the body 111. The driving member is a rotary driving member 142, which is disposed on the body 111 and is used to drive at least two first mounting members 1411 to rotate about the rotation axis of the first mounting assembly 141, thereby causing at least two first mounting members 1411 to alternately be located on the top side of the rotation axis of the first mounting assembly 141. The first mounting assembly 141 also includes a connecting portion, and at least two first mounting members 1411 are spaced apart and distributed circumferentially along the connecting portion. Here, at least two first mounting members 1411 can be drivenly connected to the rotary driving member 142 through the connecting portion, or can be drivenly connected to the rotary driving member 142 through a rotating shaft passing through the connecting portion. Of course, depending on the specific situation and needs, in other embodiments of the present invention, the rotary driving member 142 may be disposed on the first mounting assembly 141, and is not limited here.

[0047] Optionally, please refer to Figure 2 and Figure 4In this embodiment, the multi-rotor aircraft 1 further includes a positioning mechanism 15. The positioning mechanism 15 is used to move the fixed-wing aircraft 2 to a designated loading / unloading position, such as the top side of the first mounting assembly 141, after the multi-rotor aircraft 1 docks with the fixed-wing aircraft 2, so that the first mounting assembly 141 can replace the payload bay 23 of the fixed-wing aircraft 2. Specifically, the positioning mechanism 15 includes at least one positioning unit. Each positioning unit includes a positioning member 151 and a first driving member (not shown). The positioning member 151 is movably connected to the body 111, and the top surface of the positioning member 151 is lower than the top surface of the docking part 112. The first driving member is disposed on the body 111 and is used to drive the positioning member 151 to move laterally relative to the body 111 to push the fixed-wing aircraft 2 to move laterally. Each positioning unit may also include a roller member 152 and a second driving member (not shown), wherein the roller member 152 is disposed between the positioning member 151 and the docking part 112. On the opposite side of the fuselage 21 of the fixed-wing aircraft 2, a second drive member drives a roller to roll, thereby moving the fixed-wing aircraft 2 longitudinally after the roller 152 comes into close contact with the fixed-wing aircraft 2. It is understood that the lower surface of the wing 22 is flat, and at least part of the fuselage 21 is located on the underside of the wing 22. Optionally, the roller 152 can also be replaced by the sliding belt 113 in Embodiment 1. The docking part 112 is also provided with a third drive member (not shown) for driving the sliding belt 113 to slide, thereby moving the fixed-wing aircraft 2 longitudinally relative to the body 111. Further, each positioning member 151 is also provided with a fixing member (not shown). After the positioning mechanism 15 moves the fixed-wing aircraft 2 to the top side of the first mounting assembly 141, the fixing member fixes the fixed-wing aircraft 2, while the positioning member 151 remains stationary relative to the body 111, ensuring that the fixed-wing aircraft 2 can be stably positioned at the designated loading and unloading position, such as the top side of the first mounting assembly 141, during the process of changing the payload bay 23.

[0048] In the first embodiment, the multi-rotor aircraft 1 replaces the payload bay 23 of the fixed-wing aircraft 2 in the following manner: After the fixed-wing aircraft 2 and the multi-rotor aircraft 1 dock in the air, the multi-rotor aircraft 1 maintains a stable flight attitude. The positioning mechanism 15 moves the fixed-wing aircraft 2 to the top side of the first mounting assembly 141. At this time, one of the first mounting members 1411 of the first mounting assembly 141 that is not carrying the payload bay 23 is located on the top side of the rotation axis of the first mounting assembly 141. The fixed-wing aircraft 2 unloads the payload bay 23 onto the first mounting member 1411, and releases the fixed engagement with the payload bay 23 after the first mounting member 1411 carries the payload bay 23. Then, the rotation drive 142 drives the first mounting assembly 141 to rotate around its rotation axis until the other first mounting member 1411 carrying the payload bay 23 to be loaded is located on the top side of the rotation axis of the first mounting assembly 141, so that the fixed-wing aircraft 2 can fix its loaded payload bay 23. Since the load torques applied by the payload bays 23 of at least two first mount components 141 relative to the axis of rotation can cancel each other out during their rotation, the output torque requirement of the rotary drive 142 is reduced. Thus, a smaller rotary drive 142 can be selected to reduce the weight of the multirotor aircraft 1. In addition, during the rotation of the first mount components 141, the payload bays 23 of at least two first mount components 141 can also balance the weight relative to the center of gravity of the combination of the multirotor aircraft 1 and the fixed-wing aircraft 2, thereby reducing the magnitude of the change in the center of gravity due to the movement of the payload bays 23, which is beneficial for the multirotor aircraft 1 to maintain stable flight attitude.

[0049] Please see Figure 5In the second embodiment of this invention, unlike the first embodiment, the first mounting component is slidably connected to the body 111. The driving component is a linear driving component used to drive the first mounting component to slide relative to the body 111 so that at least two first mounting components 1411 alternately approach the fixed-wing aircraft 2 docked with the multi-rotor aircraft 1. Optionally, the body 111 is provided with an inverted V-shaped slide rail 1118. The two ends of the slide rail 1118 are arranged laterally, and the slide rail 1118 gradually rises in height from its two ends towards its middle, so that the slide rail 1118 is divided into two sections with different inclination directions with the middle as the boundary. The two first mounting components 1411 are slidably connected to the two sections of the slide rail 1118 respectively. When the fixed-wing aircraft 2 docks with the multi-rotor aircraft 1 in the air, the positioning mechanism 15 moves the fixed-wing aircraft 2 to a designated loading and unloading position, such as the top side of the middle of the slide rail 1118. At this time, a first mounting component 1411 without a payload bay 23 is located in the middle of the slide rail 1118; the fixed-wing aircraft The device 2 unloads the payload bay 23 onto the first mounting member 1411. After the first mounting member 1411 is fitted with the payload bay 23, the fixed engagement with the payload bay 23 is released. Then, the linear drive drives the first mounting member 1411 to slide along the slide rail 1118 away from the center of the slide rail 1118 and lower its height. At the same time, the linear drive drives another first mounting member 1411, which is fitted with the payload bay 23 to be loaded, to slide along the slide rail 1118 to approach the center of the slide rail 1118 and raise its height until the first mounting member 1411 is located in the center of the slide rail 1118, so that the fixed-wing aircraft 2 can fix the payload bay 23 fitted by the first mounting member 1411. In addition, the two first mounting members 1411, which are respectively slidably connected to the two sections of the slide rail 1118, can be mechanically linked to reduce the output force requirement of the linear drive.

[0050] Example 4:

[0051] Please see Figure 6 and Figure 7The multi-rotor aircraft 1 provided in this embodiment can be an example of the multi-rotor aircraft 1 provided in Embodiment 1 or 2 with the addition of a cargo bay changing mechanism 14, or it can be an example of adding a cargo bay changing mechanism 14 to other frame structures; no single limitation is made here. In this embodiment, the cargo bay changing mechanism 14 is used to change the payload bay 23 of the fixed-wing aircraft 2 after the multi-rotor aircraft 1 docks with the fixed-wing aircraft 2 in flight. In this way, when the fixed-wing aircraft 2 performs multiple bidirectional payload transport missions, the payload bay 23 can be changed immediately after the fixed-wing aircraft 2 docks with the multi-rotor aircraft 1 in the air, and the next payload transport mission can begin, without the need for the multi-rotor aircraft 1 to be transferred to the take-off and landing point to change the payload bay 23, thus improving the efficiency of the fixed-wing aircraft 2 in transporting payloads. It is understandable that the payload bay 23 can be detached from the fuselage of the fixed-wing aircraft 2; or the payload bay 23 can be the main body of the fuselage of the fixed-wing aircraft 2, and can be directly connected to and separated from the wing 22. In this structure, the drive unit and other aerodynamic control components of the fixed-wing aircraft 2, such as the tail fin, can be directly connected to the wing 22. Furthermore, the payload bay 23 can also house the power components of the fixed-wing aircraft 2, such as battery modules or fuel tanks, so that the multi-rotor aircraft 1 can replace the battery modules or fuel tanks of the fixed-wing aircraft 2 while replacing the payload bay 23. In practical applications, one multi-rotor aircraft 1 can provide payload bay 23 replacement services for multiple fixed-wing aircraft 2 at different times.

[0052] Optionally, please refer to [the relevant document / reference]. Figure 6 and Figure 7 In this embodiment, the cabin-changing mechanism 14 includes at least two second mounting components 143 for mounting the payload bay 23 and a lifting drive 144. The at least two second mounting components 143 are arranged side-by-side laterally along the multi-rotor aircraft 1, and are movably connected to the main body 111, positioned close to the center of gravity of the multi-rotor aircraft 1. The lifting drive 144 is mounted on the main body 111 and is used to drive the second mounting components 143 to rise and fall relative to the main body 111. Specifically, one lifting drive 144 can be used to jointly drive multiple second mounting components 143 to rise and fall, or multiple lifting drive 144 can be used to drive each second mounting component 143 to rise and fall separately. The second mounting components 143 are connected to the lifting drive via a connector 145. Of course, depending on the specific circumstances and requirements, in other embodiments of the present invention, at least two second mounting components 143 may be arranged side by side along the longitudinal direction of the multi-rotor aircraft 1, or the lifting drive component 144 may be mounted on the second mounting component 143, without making a unique limitation here.

[0053] In this embodiment, the multi-rotor aircraft 1 replaces the payload bay 23 of the fixed-wing aircraft 2 in the following manner: After the fixed-wing aircraft 2 docks with the multi-rotor aircraft 1 in the air, the multi-rotor aircraft 1 adjusts its pitch and / or roll angles to change the tilt angle of the top surface of the docking part 112 relative to the horizontal plane. The fixed-wing aircraft 2 can slide relative to the multi-rotor aircraft 1 under its own gravity until it is blocked by the frame 11 and located on the top side of one of the second mounting components 143 that is not carrying the payload bay 23. At this time, the multi-rotor aircraft 1 readjusts its pitch and / or roll angles to restore the tilt angle of the top surface of the docking part 112 relative to the horizontal plane. Then, the lifting drive 144 drives the second mounting component 143 to rise to the highest position, and the fixed-wing aircraft 2 unloads the payload bay 23 onto the second mounting component 143 (e.g., Figure 6 As shown), after the second mounting assembly 143 attaches the payload bay 23, it releases the fixed-wing aircraft 2 from the payload bay 23. Subsequently, the lifting drive 144 drives the second mounting assembly 143 to descend to its lowest position. The multi-rotor aircraft 1 then adjusts its pitch and / or roll angles to move the fixed-wing aircraft 1 to the top of another second mounting assembly 143 with the payload bay 23 to be loaded. The lifting drive 144 drives the second mounting assembly to rise and fall to cooperate with the fixed-wing aircraft 2 in fixing the payload bay 23. Furthermore, a fixing member (not shown) can be provided on the main body 111. After the fixed-wing aircraft 2 moves to the top of the second mounting assembly 143, the fixing member fixes the fixed-wing aircraft 2, ensuring that the fixed-wing aircraft 2 can be stably positioned on the top of the second mounting assembly 143 during the process of replacing the payload bay 23. Since the multi-rotor aircraft 1 does not need to transfer the payload bay 23 laterally and / or longitudinally to adjust the positions of the unloaded payload bay 23 and the payload bay 23 to be loaded, but instead moves the fixed-wing aircraft 2 to the unloading position and the loading position in sequence by adjusting its own pitch angle and / or roll angle, for example, moving it to the top side of the corresponding two second mounting components 143 in sequence, the purpose of unloading and loading different payload bays 23 on the fixed-wing aircraft 2 is achieved, thereby simplifying the structure of the multi-rotor aircraft 1.

[0054] It is easy to understand that the lifting drive 144 may not be installed on the multi-rotor aircraft 1, but on the fixed-wing aircraft 2, and is used to drive the load compartment 23 to lift relative to the wing 22. At this time, the second mounting assembly 143 can be fixedly connected to the main body 111.

[0055] Optionally, please refer to Figure 8In one embodiment of this invention, each group of first rotor units includes at least three first rotor units 120, and the rotation axis of at least one first rotor unit 120' in one group and the rotation axis of at least one first rotor unit 120' in another group are both tilted inward or outward in the lateral direction, so that the pair of first rotor units 120' can combine a lateral thrust component by generating different magnitudes of thrust. In the illustrated embodiment, each group of first rotor units includes three first rotor units 120, and the rotation axis of the middle first rotor unit 120' is tilted 25 degrees in the lateral direction compared to the rotation axes of the other first rotor units 120 in the same group. When the roll angle of the multi-rotor aircraft 1 is less than the tilt angle of the first rotor unit 120', the first rotor unit 120' is used to suppress the horizontal lateral movement of the multi-rotor aircraft 1, while the remaining first rotor units 120 of the multi-rotor aircraft 1 are used to maintain the altitude and roll angle of the multi-rotor aircraft 1. It is easy to understand that the first rotor unit 120' can also be rotatably connected to the docking part 112, and by providing a driver on the docking part 112 that is connected to the first rotor unit 120' in a transmission manner, the rotation axis of the first rotor unit 120' can be autonomously rotated to a specified tilt state.

[0056] Example 5:

[0057] Please see Figure 6 and Figure 7The multi-rotor aircraft provided in this embodiment is basically the same as that in Embodiment 4, except that the multi-rotor aircraft 1 also includes a positioning mechanism 15. The positioning mechanism 15 is used to move the fixed-wing aircraft 2 sequentially to the unloading position and the loading position after the multi-rotor aircraft 1 docks with the fixed-wing aircraft 2, for example, sequentially to the top side of the two second mounting components 143, so that the two second mounting components 143 can unload and load the payload bay 23 of the fixed-wing aircraft 2 respectively. Specifically, the structure of the positioning mechanism 15 provided in this embodiment is basically the same as that of the positioning mechanism in Embodiment 3, except that the positioning unit can not only push the fixed-wing aircraft 2 to move laterally, but also pull the fixed-wing aircraft 2 to move laterally, so as to increase the stroke of the positioning mechanism 15 in moving the fixed-wing aircraft 2 laterally. Optionally, the positioning mechanism 15 here includes two positioning units. The two positioning units together move the fixed-wing aircraft 2 to the middle of the receiving area 1110 along the lateral and longitudinal directions. Then, the fixing member of one of the positioning units fixes the fixed-wing aircraft 2. Then, the first driving member of the positioning unit drives the positioning member 151 to pull the fixed-wing aircraft 2 in the opposite direction until the fixed-wing aircraft 2 is located on the top side of the second mounting component 143 near the positioning unit. Thus, just like the rotorcraft 1 in Embodiment 4, which can adjust its own pitch angle and / or roll angle, the fixed-wing aircraft 2 can move relative to the multi-rotor aircraft 1 in the lateral and / or longitudinal directions. Since the multi-rotor aircraft 1 does not need to transfer the payload bay 23 laterally and / or longitudinally to adjust the positions of the unloaded payload bay 23 and the payload bay 23 to be loaded, but only uses the positioning mechanism 15 to move the fixed-wing aircraft 2 to the unloading position and the loading position in sequence, for example, to the top side of the corresponding two second mounting components 143 in sequence, the purpose of unloading and loading different payload bays 23 on the fixed-wing aircraft 2 is achieved, thereby simplifying the structure of the multi-rotor aircraft 1.

[0058] Example 6:

[0059] Please see Figures 9 to 12 The multi-rotor aircraft provided in this embodiment is basically the same as that in embodiment four, except that the multi-rotor aircraft 1 also includes a sliding assembly, which includes two sliding units 16 and a fourth driving member (not shown). The two sliding units 16 are respectively disposed on the two docking parts 112, or disposed on the body 111 and close to the two docking parts 112. The two sliding units 16 are used to fix the wings 22 of the fixed-wing aircraft 2. The fourth driving member is used to drive the sliding units 16 to slide relative to the body 111 along the longitudinal direction of the multi-rotor aircraft 1. Optionally, there are two fourth driving members, each of which is used to drive one sliding unit 16 to slide. The two docking parts 112 are used to fix the left wing and right wing of the fixed-wing aircraft 2, respectively.

[0060] Furthermore, each sliding unit 16 includes a first component 161, a second component 162, and a fifth driving member (not shown). The first component 161 is slidably connected to the docking portion 112 or the body 111 and can be driven by the fourth driving member to slide longitudinally relative to the body 111. Optionally, the first component 161 can be driven by the fourth driving member to slide back and forth between the head and tail of the multi-rotor aircraft 1. The second component 162 is connected to the first component 161, and the fifth driving member is used to drive the second component 162 to move relative to the first component 161 to individually clamp the wing 22 of the fixed-wing aircraft 2, or to clamp the wing 22 together with either the docking portion 112 or the body 111. For example, after the fixed-wing aircraft 2 docks with the multi-rotor aircraft 1 in mid-air, the sliding assembly quickly slides from the head or tail of the multi-rotor aircraft 1 to near the fixed-wing aircraft. The wing 22 of the aircraft 2 is held by the second component 162. At the same time, the first component 161 remains stationary relative to the body 111 or moves the wing 22 to a designated position (for example, the first components 161 of the two sliding units 16 move the wing 22 together to bring the center of gravity of the fixed-wing aircraft 2 closer to the center of gravity of the multi-rotor aircraft 1 in the longitudinal direction, which helps the multi-rotor aircraft 1 maintain stable flight attitude, or to adjust the nose direction of the fixed-wing aircraft 2 to reduce the aerodynamic drag when the combination of the multi-rotor aircraft 1 and the fixed-wing aircraft 2 flies forward) and then remains stationary relative to the body 111. Thus, after the multi-rotor aircraft 1 docks with the fixed-wing aircraft 2 in the air, it can quickly fix the fixed-wing aircraft 2. In the illustrated embodiment, the second component 162 is at least partially disposed on the front side of the first component 161, and can be driven by the fifth drive member to rotate upward or downward relative to the first component 161 by a certain angle. The second component 162 rotates upward so that a gap is formed between its bottom surface and the top surface of the docking portion 112, allowing the trailing edge of the wing 22 to extend in. The second component 162 rotates downward so that its bottom surface and the top surface of the docking portion 112 together clamp the wing 22. Optionally, when the multi-rotor aircraft 1 is flying forward alone, such as... Figure 11 and Figure 12As shown, the second component 162 can further rotate downwards and bring its bottom surface close to the top surface of the docking portion 112 to reduce the aerodynamic drag of the multirotor aircraft 1 when it flies forward. Of course, in other embodiments of this embodiment, the second component 162 can also be slidably connected to the first component 161 and can be driven by the fifth drive member to slide up and down relative to the first component 161. The second component 162 slides up to form a gap between its bottom surface and the top surface of the docking portion 112 that allows the wing 22 to extend in. The second component 162 slides down to have its bottom surface and the top surface of the docking portion 112 jointly clamp the wing 22. Alternatively, the second component 162 can also be a clamping mechanism that opens and closes vertically and can be driven by the fifth drive member to clamp and release the wing 22 independently. Optionally, in this structure, the second component 162 is at least partially located on one side of the top of the docking portion 112 along the lateral direction.

[0061] Optionally, the fourth drive component includes a motor, a spool connected to the motor drive, and a cable wound on the spool with one end connected to the first component 161. The motor rotates and pulls the first component 161 toward the tail of the multi-rotor aircraft 1 through the cable. The fourth drive component also includes a first elastic element. The elastic restoring force of the first elastic element is used to drive the first component 161 to slide toward the head of the multi-rotor aircraft 1. For example, the first elastic element is a linear spring. One end of the linear spring is connected to the first component 161 and the other end is connected to the head of the multi-rotor aircraft 1. When the first component 161 slides toward the tail of the multi-rotor aircraft 1, the linear spring is stretched and generates an elastic restoring force.

[0062] Optionally, the fifth driving component includes a drive motor for directly driving the second component 162 to rotate up and down or slide up and down or open and close relative to the first component 161; or, the fifth driving component includes an electromagnetic actuator, a locking component, a trigger component mechanically linked to the locking component, and a second elastic component, wherein the electromagnetic actuator is used to drive the second component 162 to rotate upward or slide upward or open relative to the first component 161, the locking component is used to lock the relative movement of the second component 162 and the first component 161 to maintain the gap between the bottom surface of the second component 162 and the top surface of the docking part 112 that allows the wing 22 to extend or to maintain the open state of the second component 162. After the fixed-wing aircraft 2 and the multi-rotor aircraft 1 dock in the air, the sliding component slides until the contact component is subjected to the force of the wing 22 and drives the locking component to move to release the lock on the relative movement of the second component 162 and the first component 161, and the second elastic component drives the second component 162 to rotate downward or slide downward or close relative to the first component 161.

[0063] Optionally, the contact surface between the second component 162 and the wing 22 is provided with an anti-slip coating or anti-slip structure to increase the friction between the wing 22 and the second component 162 when the wing 22 is clamped by the second component 162.

[0064] Optionally, the multi-rotor aircraft 1 also includes a sensor for sensing the position of the wing 22 on the docking section 112. This sensor, the fourth drive member, and the fifth drive member are all electrically connected to the controller of the multi-rotor aircraft 1, enabling the controller to automatically control the sliding assembly to slide until it approaches and clamps the wing 22 based on the sensor's measurement data. For example, several pressure sensors are longitudinally distributed on the top of the docking section 112. When the fixed-wing aircraft 2 docks with the multi-rotor aircraft 1, the measurement data of the pressure sensor located directly below the wing 22 will change significantly. Alternatively, a camera can be installed on the main body 111 or the docking section 112 to measure the relative position and nose direction of the fixed-wing aircraft 2 using optical methods. In this way, the controller can also predict the position of the wing 22 on the docking section 112 before docking and control the sliding assembly to approach that position in advance.

[0065] Optionally, the second component 162 includes a connector 1620 connected to the first component 161, a roller 1621 for laterally moving the fixed-wing aircraft 2, and a sixth drive component (not shown) for driving the roller 1621 to rotate relative to the connector 1620. Specifically, when the second component 162 clamps the wing 22 of the fixed-wing aircraft 2 alone or together with the docking part 112 and the body 111, the roller 1621 contacts the wing 22 and can drive the fixed-wing aircraft 2 relative to the body through the rotation of the roller 1621. 111 moves laterally, and the sliding component can also move the fixed-wing aircraft 2 longitudinally by sliding relative to the body 111. Thus, the sliding component can replace the positioning mechanism 15 in Embodiment 5 and achieve a similar positioning function. That is, after the multi-rotor aircraft 1 docks with the fixed-wing aircraft 2 in the air, it is used to move the fixed-wing aircraft 2 to the unloading position and the loading position in sequence, for example, to the top side of the two second mounting components 143 in sequence, so that the two second mounting components 143 can unload and load the payload compartment 23 of the fixed-wing aircraft 2 respectively.

[0066] Optionally, the sliding unit 16 further includes a lubricant release device 163, which may be disposed on the first component 161 or the second component 162. The lubricant release device 163 releases lubricant to a portion or all of the top surface of the docking portion 112 by sliding the sliding unit 16 relative to the body 111, thereby reducing the coefficient of sliding friction between the wing 22 and the docking portion 112.

[0067] Optionally, during the aerial separation of the fixed-wing aircraft 2 and the multi-rotor aircraft 1, the sliding assembly is also used to push the fixed-wing aircraft 2 to slide longitudinally relative to the body 111 to assist the acceleration of the fixed-wing aircraft 2. Accordingly, this embodiment proposes a method for aerial separation of the fixed-wing aircraft 2 and the multi-rotor aircraft 1, specifically as follows:

[0068] In step S100, the sliding component slides relative to the body 111 and moves the fixed-wing aircraft 2 to the middle or tail of its wing 22 near the multi-rotor aircraft 1.

[0069] In step S110, the sliding component restricts the relative displacement between the fixed-wing aircraft 2 and the multi-rotor aircraft 1, while the fixed-wing aircraft 2 actively begins to accelerate and flies forward together with the multi-rotor aircraft 1.

[0070] In step S120, the sliding component quickly slides toward the head of the multi-rotor aircraft 1 to further accelerate the fixed-wing aircraft 2, and rapidly releases the fixed-wing aircraft 2 when it reaches or approaches the head of the multi-rotor aircraft 1, thereby achieving the aerial separation of the fixed-wing aircraft 2 and the multi-rotor aircraft 1.

[0071] It is easily understood that in step S100, the sliding component moves the fixed-wing aircraft 2 longitudinally to near the middle or tail of the multi-rotor aircraft 1 in order to extend the stroke of the sliding component in step S120 to further accelerate the fixed-wing aircraft 2. Alternatively, steps S100 and S110 can be performed simultaneously.

[0072] Optionally, step S100 further includes: the sliding component moves the fixed-wing aircraft 2 laterally through the second component 162 to a distance equal to the distance between the fuselage of the fixed-wing aircraft 2 and the docking parts 112 on both sides, so as to reduce the probability of the fuselage of the fixed-wing aircraft 2 or other parts except the wings 22 contacting the multi-rotor aircraft 1 before and after the fixed-wing aircraft 2 is completely separated from the multi-rotor aircraft 1.

[0073] Optionally, in step S110, the fixed-wing aircraft 2 provides all or most of the forward driving force for the combination of itself and the multi-rotor aircraft 1 to drive the multi-rotor aircraft 1 to fly forward together. The multi-rotor aircraft 1 is mainly used to provide lift, so there is no need to generate forward driving force by pitching down the nose of the multi-rotor aircraft 1 at a large angle. This achieves an effect similar to that of the second drive component 13 set in the multi-rotor aircraft 1 in Embodiment 2.

[0074] Optionally, in step S120, when the sliding component rapidly slides towards the head of the multi-rotor aircraft 1, the nose of the multi-rotor aircraft 1 actively tilts upward, causing the nose of the fixed-wing aircraft 2 to tilt upward as well. This increases the lift of the fixed-wing aircraft 2 when it separates from the multi-rotor aircraft 1 in mid-air. Furthermore, the sliding component's acceleration of the fixed-wing aircraft 2 also increases its vertical climb speed when separating from the multi-rotor aircraft 1. Simultaneously, the tilting of the multi-rotor aircraft 1's nose can also be used to decelerate it, facilitating a smooth separation between the two aircraft. In one embodiment, when the sliding component rapidly slides towards the head of the multi-rotor aircraft 1, the nose of the multi-rotor aircraft 1 actively tilts upward until its pitch angle reaches 15 degrees.

[0075] It should be noted that, besides clamping, the sliding assembly can also use other methods to fix the wings 22 of the fixed-wing aircraft 2. For example, a pneumatic vacuum adsorption component capable of adsorbing the wings 22 can be provided on the first component 161 without the need for a movable second component 162. This is not the only limitation. In other embodiments of this example, the multi-rotor aircraft 1 can also use the cabin changing mechanism 14 in Embodiment 3, or the multi-rotor aircraft 1 can omit the cabin changing mechanism 14, that is, the multi-rotor aircraft 1 is only used for aerial docking and separation with the fixed-wing aircraft 2, and not for changing the payload bay 23 of the fixed-wing aircraft 2.

[0076] Example 7:

[0077] This embodiment provides a method for accelerating a fixed-wing aircraft and a multi-rotor aircraft before separation in mid-air. The multi-rotor aircraft can be a multi-rotor aircraft 1 provided in Embodiment 1 with an added limiting structure to restrict relative displacement with the fixed-wing aircraft, or a multi-rotor aircraft with other structural forms with an added limiting structure to restrict relative displacement with the fixed-wing aircraft, or a fixed-wing aircraft with an added limiting structure to restrict relative displacement with the multi-rotor aircraft. The method is specifically as follows:

[0078] In flight, the multi-rotor aircraft and the fixed-wing aircraft are restricted in their relative displacement by a limiting structure. At the same time, the fixed-wing aircraft actively begins to accelerate, and drives the multi-rotor aircraft to fly forward together.

[0079] Specifically, in this method, the fixed-wing aircraft provides all or most of the forward-moving drive force for the combination of itself and the multi-rotor aircraft, thus propelling the multi-rotor aircraft 1 forward. The multi-rotor aircraft primarily provides lift, therefore it is not necessary to generate forward-moving drive force through a large nose-down angle, achieving an effect similar to that of the second drive assembly 13 on the multi-rotor aircraft 1 in Embodiment 2. Furthermore, the limiting structure can be a clamping mechanism for securing the fixed-wing aircraft or the multi-rotor aircraft, or other structural forms, which are not limited here.

[0080] Example 8:

[0081] This embodiment provides a method for increasing the lift of a fixed-wing aircraft when it separates from a multi-rotor aircraft in mid-air. The multi-rotor aircraft can be the multi-rotor aircraft 1 provided in Embodiment 1 or 2, or it can be a multi-rotor aircraft with other structural forms. The method is as follows:

[0082] When the fixed-wing aircraft and the multi-rotor aircraft in flight are about to separate in mid-air, the nose of the multi-rotor aircraft actively pitches up, causing the nose of the fixed-wing aircraft to pitch up as well. This increases the pitch angle of the fixed-wing aircraft during separation from the multi-rotor aircraft. At this time, some of the thrust or pull generated by the fixed-wing aircraft can be used as lift, and it also helps to increase the angle of attack of the fixed-wing aircraft, thereby increasing its lift. Simultaneously, the pitching up of the multi-rotor aircraft's nose can also be used to decelerate the multi-rotor aircraft, facilitating a smooth separation between the two aircraft. Optionally, when the fixed-wing aircraft and the multi-rotor aircraft in flight are about to separate in mid-air, the nose of the multi-rotor aircraft 1 actively pitches up until its pitch angle reaches 15 degrees.

[0083] Example 9:

[0084] This embodiment provides a flight control device, including:

[0085] At least one processor and at least one memory communicatively connected to the processor. The memory stores a computer program that can run on the processor. When the processor executes the computer program, it implements the method for mid-air separation of the fixed-wing aircraft 2 and the multi-rotor aircraft 1 as described in Embodiment Six, or the method for accelerating the fixed-wing aircraft and the multi-rotor aircraft before mid-air separation as described in Embodiment Seven, or the method for increasing the lift of the fixed-wing aircraft during mid-air separation from the multi-rotor aircraft as described in Embodiment Eight.

[0086] Example 10:

[0087] This embodiment provides a computer-readable storage medium storing a computer program. When the computer program is executed by a processor, it implements the method for the mid-air separation of the fixed-wing aircraft 2 and the multi-rotor aircraft 1 as described in Embodiment Six, or the method for accelerating the fixed-wing aircraft and the multi-rotor aircraft before mid-air separation as described in Embodiment Seven, or the method for increasing the lift of the fixed-wing aircraft when separating from the multi-rotor aircraft as described in Embodiment Eight.

[0088] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0089] The embodiments described above are merely illustrative of several implementations of the present invention, and while the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the invention patent. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of the present invention, and these all fall within the protection scope of the present invention. Therefore, the protection scope of this invention patent should be determined by the appended claims.

Claims

1. A multi-rotor aircraft for docking and separating from a fixed-wing aircraft in flight, characterized in that, include: The frame includes a main body and two docking portions for docking with the wings of the fixed-wing aircraft. The docking of the multi-rotor aircraft and the fixed-wing aircraft is completed by the wings of the fixed-wing aircraft landing on the docking portions of the multi-rotor aircraft. The two docking portions are respectively located on opposite sides of the main body, or located on the top of the main body and arranged laterally along the multi-rotor aircraft. Both docking portions extend longitudinally along the multi-rotor aircraft. A first drive assembly is used to provide lift for the multi-rotor aircraft. The first drive assembly includes two sets of first rotor units, which are respectively disposed on the bottom surface of the two docking parts or on the body. After the multi-rotor aircraft docks with the fixed-wing aircraft, the first rotor units are separated from the wings of the fixed-wing aircraft by the docking parts and / or the body. The rotorcraft further includes a positioning mechanism or a sliding component, which is used to move the fixed-wing aircraft along the lateral and / or longitudinal direction of the multi-rotor aircraft on the docking part after the multi-rotor aircraft docks with the fixed-wing aircraft; or, the rotorcraft can adjust its pitch angle and / or roll angle to move the fixed-wing aircraft relative to the multi-rotor aircraft along the lateral and / or longitudinal direction of the multi-rotor aircraft after the multi-rotor aircraft docks with the fixed-wing aircraft.

2. The multi-rotor aircraft as described in claim 1, characterized in that, The distance between the two docking parts along the lateral direction of the multi-rotor aircraft is greater than the fuselage width of the fixed-wing aircraft. The two docking parts extend from the nose to the tail of the multi-rotor aircraft and dock with the left and right wings of the fixed-wing aircraft respectively, so as to increase the docking length of the multi-rotor aircraft and the fixed-wing aircraft in the longitudinal and lateral directions of the multi-rotor aircraft.

3. The multi-rotor aircraft as described in claim 1, characterized in that, The fuselage of the fixed-wing aircraft is at least partially located on the underside of its wings. The main body is provided with a receiving area that extends longitudinally along the multi-rotor aircraft and is used to receive a portion of the fuselage of the fixed-wing aircraft after the multi-rotor aircraft docks with the fixed-wing aircraft. The first rotor unit is separated from the receiving area by the main body. The width of the receiving area along the lateral direction of the multi-rotor aircraft is greater than the width of the fuselage of the fixed-wing aircraft. Each group of first rotor units includes multiple first rotor units, and the multiple first rotor units are arranged longitudinally along the multi-rotor aircraft on the corresponding docking section.

4. The multi-rotor aircraft as described in claim 1, characterized in that, The top surface of the docking part is provided with a sliding band and a locking mechanism. The sliding band contacts the wing and can slide relative to the docking part along the longitudinal direction of the multi-rotor aircraft. The locking mechanism is used to lock the sliding band during the docking process between the fixed-wing aircraft and the multi-rotor aircraft to increase the frictional force between the fixed-wing aircraft and the multi-rotor aircraft along the longitudinal direction, and to release the locking of the sliding band during the separation process between the fixed-wing aircraft and the multi-rotor aircraft to reduce the frictional force between the fixed-wing aircraft and the multi-rotor aircraft along the longitudinal direction.

5. The multi-rotor aircraft as described in any one of claims 1 to 3, characterized in that, Also includes: A loading bay replacement mechanism is provided on the main body and is used to replace the payload bay of the fixed-wing aircraft after the multi-rotor aircraft docks with the fixed-wing aircraft in flight. The payload bay swapping mechanism includes at least two second mounting components for mounting the payload bay, the at least two second mounting components being arranged side-by-side along the transverse or longitudinal direction of the multirotor aircraft; and The cabin-changing mechanism further includes a lifting drive component, which is disposed on the main body or the second payload assembly and is used to drive the second payload assembly to rise and fall relative to the main body; or, the fixed-wing aircraft is provided with a lifting drive component, which is used to drive the payload cabin to rise and fall relative to the wing.

6. The multi-rotor aircraft as described in claim 5, characterized in that, The positioning mechanism is used to move the fixed-wing aircraft to the unloading position and the loading position in sequence after the multi-rotor aircraft docks with the fixed-wing aircraft, so that the two second mounting components can unload and load the payload compartment onto the fixed-wing aircraft respectively. or After docking with the fixed-wing aircraft, the multi-rotor aircraft adjusts its pitch and / or roll angles to allow the fixed-wing aircraft to slide sequentially to the unloading and loading positions, so that the two second payload components can unload and load the payload bays onto the fixed-wing aircraft respectively.

7. The multi-rotor aircraft as described in any one of claims 1 to 3, characterized in that, Also includes: A payload swapping mechanism, which is mounted on the main body, is used to swap the payload bay of the fixed-wing aircraft after the multi-rotor aircraft docks with the fixed-wing aircraft in flight; the payload swapping mechanism includes a first mounting assembly and a drive component. The first mounting assembly includes at least two first mounting elements for mounting the payload compartment; as well as The drive unit is used to drive the first payload assembly to move relative to the body after the multirotor aircraft docks with the fixed-wing aircraft in flight, so that at least two first payloads alternately approach the fixed-wing aircraft, such that one of the first payloads can carry the payload bay unloaded from the fixed-wing aircraft and the other first payload can be used by the fixed-wing aircraft to load the payload bay it carries.

8. The multi-rotor aircraft as described in claim 7, characterized in that, The first mounting assembly is rotatably connected to the body. The driving member is a rotary driving member, which is disposed on the body or the first mounting assembly and is used to drive at least two first mounting members to rotate around the rotation axis of the first mounting assembly and alternately be located on the top side of the rotation axis of the first mounting assembly; or, the body is provided with an inverted V-shaped slide rail, the two ends of the slide rail are arranged laterally along the multi-rotor aircraft and the slide rail gradually rises in height from its two ends to its middle, so that the slide rail is divided into two segments with different inclination directions with the middle as the boundary. The two first mounting members are slidably connected to the two segments of the slide rail respectively. The driving member is a linear driving member, which drives one of the first mounting members to slide along the slide rail to move away from the middle of the slide rail and reduce its height, while driving the other first mounting member to slide along the slide rail to move closer to the middle of the slide rail and increase its height. The positioning mechanism is used to move the fixed-wing aircraft to the loading / unloading position after the multi-rotor aircraft docks with the fixed-wing aircraft, so that the first mounting assembly can replace the payload bay of the fixed-wing aircraft.

9. The multi-rotor aircraft as described in claim 6 or 8, characterized in that, The positioning mechanism includes a positioning unit. The positioning unit includes a positioning component, a first driving component, a roller component, and a second driving component. The positioning component is movably connected to the main body, and its top surface is lower than the top surface of the docking portion. The first driving component is disposed on the main body and is used to drive the positioning component to move laterally along the multi-rotor aircraft. The roller component is disposed on the side of the positioning component opposite to the fuselage of the fixed-wing aircraft. The second driving component is used to drive the roller component to move the fixed-wing aircraft longitudinally along the multi-rotor aircraft after the roller component is in close contact with the fixed-wing aircraft; or The positioning unit includes a positioning element and a first driving element. The positioning element is movably connected to the body, and the top surface of the positioning element is lower than the top surface of the docking portion. The first driving element is disposed on the body and is used to drive the positioning element to move laterally along the multi-rotor aircraft. The positioning mechanism also includes a sliding belt disposed on the docking portion and a third driving element. The sliding belt is used to contact the wing and can slide relative to the body along the longitudinal direction of the multi-rotor aircraft. The third driving element is used to drive the sliding belt to slide so as to drive the fixed-wing aircraft to move along the longitudinal direction.

10. The multi-rotor aircraft as described in claim 1, characterized in that, The sliding assembly includes two sliding units and a fourth driving member. The two sliding units are respectively disposed on the two docking parts or on the body and are used to fix the wings of the fixed-wing aircraft. The fourth driving member is used to drive the sliding units to slide relative to the body along the longitudinal direction of the multi-rotor aircraft.

11. The multi-rotor aircraft as described in claim 10, characterized in that, The sliding unit further includes a lubricant release device, which releases lubricant to a portion or all of the top surface of the mating portion by sliding the sliding unit relative to the body; and / or After the fixed-wing aircraft docks with the multi-rotor aircraft in mid-air, the sliding assembly can approach the wing of the fixed-wing aircraft by sliding the sliding unit relative to the main body; there are two fourth driving components, each of which is used to drive one of the sliding units to slide; the two docking parts are used to fix the left and right wings of the fixed-wing aircraft respectively.

12. The multi-rotor aircraft as described in claim 10, characterized in that, Also includes: Each of the sliding units includes a first component, a second component, and a fifth drive component; the first component is slidably connected to the docking portion or the body, and can be driven by the fourth drive component to slide relative to the body along the longitudinal direction of the multi-rotor aircraft; The second component is connected to the first component, and the fifth drive component is used to drive the second component to move relative to the first component to clamp the wing of the fixed-wing aircraft alone or together with one of the docking part and the body.

13. The multi-rotor aircraft as described in claim 12, characterized in that, The second component includes a connector connected to the first component, a roller for moving the fixed-wing aircraft laterally along the multi-rotor aircraft, and a sixth drive component for driving the roller to rotate relative to the connector. When the second component clamps the wing of the fixed-wing aircraft alone or together with either the docking part or the main body, the roller contacts the wing and can drive the fixed-wing aircraft to move laterally relative to the main body along the multi-rotor aircraft by rotating the roller. The sliding component can also move the fixed-wing aircraft longitudinally along the rotor aircraft by sliding relative to the main body.

14. The multi-rotor aircraft as described in claim 13, characterized in that, Also includes: A loading bay replacement mechanism is provided on the main body and is used to replace the payload bay of the fixed-wing aircraft after the multi-rotor aircraft docks with the fixed-wing aircraft in flight. The payload bay swapping mechanism includes at least two second mounting components for mounting the payload bay, the at least two second mounting components being arranged side-by-side along the transverse or longitudinal direction of the multirotor aircraft; and The cabin-changing mechanism further includes a lifting drive component, which is disposed on the main body or the second payload assembly and is used to drive the second payload assembly to rise and fall relative to the main body; or, the fixed-wing aircraft is provided with a lifting drive component, which is used to drive the payload cabin to rise and fall relative to the wing. After the multi-rotor aircraft docks with the fixed-wing aircraft in mid-air, the sliding assembly is used to move the fixed-wing aircraft to the unloading position and the loading position in sequence, so that the two second mounting assemblies can unload and load the payload bay onto the fixed-wing aircraft respectively.

15. The multi-rotor aircraft as described in claim 13, characterized in that, Also includes: A loading bay replacement mechanism is provided on the main body and is used to replace the payload bay of the fixed-wing aircraft after the multi-rotor aircraft docks with the fixed-wing aircraft in flight. The cargo swapping mechanism includes a first mounting assembly and a drive unit. The first mounting assembly includes at least two first mounting pieces for mounting the cargo bay. The drive unit is used to drive the first mounting assembly relative to the main body after the multi-rotor aircraft docks with the fixed-wing aircraft in flight, so that at least two first mounting pieces alternately approach the fixed-wing aircraft, such that one of the first mounting pieces can mount the cargo bay removed from the fixed-wing aircraft and the other first mounting piece can be used by the fixed-wing aircraft to load the cargo bay it is mounted on.

16. The multi-rotor aircraft as described in any one of claims 12 to 15, characterized in that, During the process of the fixed-wing aircraft separating from the multi-rotor aircraft in mid-air, the sliding component is also used to push the fixed-wing aircraft to slide relative to the body along the longitudinal direction of the multi-rotor aircraft to assist the fixed-wing aircraft in accelerating. The first component can be driven by the fourth drive member to slide back and forth between the head and tail of the multi-rotor aircraft; And / or, after the fixed-wing aircraft docks with the multi-rotor aircraft in mid-air, the sliding assembly can slide from the head or tail of the multi-rotor aircraft to near the wing of the fixed-wing aircraft, and then the second component can clamp the wing, while the first component can remain stationary relative to the main body or move the wing to a designated position; and / or, the first components of the two sliding units can move the wing together to bring the center of gravity of the fixed-wing aircraft closer to the center of gravity of the multi-rotor aircraft along the longitudinal direction of the multi-rotor aircraft, or to adjust the nose direction of the fixed-wing aircraft.

17. A method for mid-air separation of a fixed-wing aircraft and a multi-rotor aircraft, characterized in that, Applied to the multi-rotor aircraft as described in claim 16, the method includes the following steps: The sliding component slides relative to the body and moves the fixed-wing aircraft to a position where its wings are close to the middle or tail of the multi-rotor aircraft; The sliding component restricts the relative displacement between the fixed-wing aircraft and the multi-rotor aircraft, while the multi-rotor aircraft and the fixed-wing aircraft fly forward together; The sliding component rapidly slides toward the head of the multi-rotor aircraft to further accelerate the fixed-wing aircraft, and quickly releases the fixed-wing aircraft upon reaching or approaching the head of the multi-rotor aircraft, thereby achieving the separation of the fixed-wing aircraft from the multi-rotor aircraft.

18. A method for accelerating a fixed-wing aircraft and a multi-rotor aircraft before they separate in mid-air, characterized in that, Applied to the multi-rotor aircraft and fixed-wing aircraft as described in claim 1, wherein the multi-rotor aircraft or the fixed-wing aircraft is provided with a limiting structure for restricting the relative displacement between the two, the method includes: In flight, the multi-rotor aircraft and the fixed-wing aircraft are restricted in their relative displacement by the limiting structure. At the same time, the fixed-wing aircraft actively begins to accelerate and drives the multi-rotor aircraft forward together.

19. A method for increasing the lift of a fixed-wing aircraft when it separates from a multi-rotor aircraft in mid-air, characterized in that, Applied to the multi-rotor aircraft as described in claim 1, the method comprises: When the fixed-wing aircraft and the multi-rotor aircraft in flight are about to separate in mid-air, the nose of the multi-rotor aircraft actively tilts up and drives the nose of the fixed-wing aircraft to tilt up as well, thereby increasing the pitch angle of the fixed-wing aircraft when it separates from the multi-rotor aircraft in mid-air.

20. A control device, characterized in that, include: At least one processor, and at least one memory communicatively connected to the processor; wherein the memory stores a computer program executable on the processor, and the processor, when executing the computer program, implements the method as described in any one of claims 17 to 19.

21. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program that, when executed by a processor, implements the method as described in any one of claims 17 to 19.

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