Aircraft saddle, self-tilting vertical take-off and landing aircraft

Abstract

The present invention provides a saddle and a self-tilting vertical take-off and landing aircraft, which relate to the field of aviation, in order to solve the technical problems of poor seat experience, complex structure and low reliability of the self-tilting vertical take-off and landing aircraft. The saddle includes a riding portion, a sitting portion and a transition portion arranged between the riding portion and the sitting portion; when the saddle is in a first posture, the riding portion is used to fit at least part of the buttocks and thighs of a person; when the saddle is in a second posture, the sitting portion is used to fit at least part of the buttocks and waist of a person; the saddle also includes a restraining portion, the restraining portion includes a backrest and a pressure rod portion rotatably arranged on the backrest, the pressure rod portion includes a second rod and two first rods connected to the end of the second rod, each first rod is rotatably arranged on the backrest with the end away from the second rod, the second rod is used to restrain the chest of the person, and each second rod is used to surround and restrain the back, shoulder and chest position of the person; the restraining portion has both restraint and support for the upper body of the person.

Description

Technical Field

[0001] The invention relates to the field of aviation, and in particular to an aircraft saddle and a self-tilting vertical take-off and landing aircraft. Background Art

[0002] A self-tilting vertical take-off and landing aircraft is an aircraft that achieves vertical take-off and landing by using its own power vector to generate a self-tilting attitude of the entire aircraft. It has the characteristics of vertical take-off and landing, and can also demonstrate the advantages of high efficiency of fixed wings during cruise flight. It has the advantages of simple structure, low price, safety and reliability, and has great application potential in the fields of military and civilian material delivery, rescue, etc.

[0003] Since the posture of the self-tilting aircraft changes greatly during takeoff and landing, the nose is vertically upward during takeoff, and the nose is basically horizontal and forward during high-speed cruising. For manned missions, how to make the passengers have a better sitting posture to obtain a better driving state or riding experience. The seat mechanism in the existing technology is complex and has low safety. Summary of the invention

[0004] The object of the present invention is to provide an aircraft saddle to solve the technical problems of poor seat experience, complex structure and low reliability of a self-tilting vertical take-off and landing aircraft.

[0005] In order to achieve the above object, the present invention provides the following technical solutions:

[0006] An embodiment of the present invention provides an aircraft saddle for passengers in a self-tilting vertical take-off and landing aircraft, wherein the saddle comprises a riding portion, a sitting portion, and a transition portion provided between the riding portion and the sitting portion;

[0007] When the saddle is in a first posture, the riding portion is used to fit at least a portion of the buttocks and at least a portion of the thighs of the person to support the person;

[0008] When the saddle is in the second posture, the sitting portion is used to fit at least part of the buttocks and at least part of the waist of the person to support the person;

[0009] The saddle further comprises a restraining part, the restraining part comprises a backrest and a pressure rod part rotatably arranged on the backrest, the backrest is rotatably arranged on the sitting part or the body of the aircraft, the pressure rod part comprises a second rod and two first rods connected to the end of the second rod, each of the first rods is rotatably arranged on the backrest at an end away from the second rod, the second rod is used to restrain the chest of the person, and each of the second rods is used to surround and restrain the back, shoulders and chest position of the person;

[0010] The restraint portion simultaneously restrains and supports the upper body of the person.

[0011] According to at least one embodiment of the present invention, the saddle further comprises a first locking mechanism provided between the pressure rod portion and the backrest, and a second locking mechanism provided between the backrest and the sitting portion or the body of the aircraft;

[0012] The second locking mechanism is used to lock the position of the backrest after the back of the person is in contact with the backrest;

[0013] The first locking mechanism is used to lock the relative position of the pressing rod portion and the backrest.

[0014] According to at least one embodiment of the present invention, the riding portion and the sitting portion are arranged perpendicular to each other, and the surface of the transition portion is a smooth curved surface;

[0015] When the saddle is switched between the first posture and the second posture, the transition portion is used for a smooth transition of the support point of the person's buttocks between the riding portion and the sitting portion.

[0016] According to at least one embodiment of the present invention, the riding portion includes a base segment and an extension segment arranged on the base segment away from the transition segment, the extension segment is arranged near the middle of the end surface of the base segment, and each side of the extension segment and correspondingly the portion of the end surface of the base segment located on one side of the extension segment are used to fit the corresponding position of the person's legs.

[0017] According to at least one embodiment of the present invention, the saddle further comprises a blocking piece, which is used to constrain the legs to prevent the legs from being thrown out of a desired position.

[0018] Compared with the prior art, the saddle of the present invention has the following advantages:

[0019] The aircraft saddle provided by the present invention is used for passengers in a self-tilting vertical take-off and landing aircraft. The saddle is composed of a riding portion, a sitting portion, and a transition portion provided between the riding portion and the sitting portion. The saddle is connected by the riding portion and the sitting portion, and the riding portion and the sitting portion are smoothly transitioned by the transition portion. When the aircraft is cruising at high speed, the angle between the fuselage and the ground is small, the saddle is in a first posture, at least part of the buttocks and at least part of the thighs of the passengers are in contact with the riding portion, so that the passengers on board are supported by the riding portion and adopt a riding posture; when the aircraft is hovering or taking off and landing, due to the tilting of the fuselage in the backward direction, the saddle is in a second posture, and the passengers on board naturally transition to a sitting posture, at least part of the buttocks and at least part of the waist of the passengers are in contact with the sitting portion, and the support point of the buttocks transitions from the riding portion to the sitting portion, and is supported by the sitting portion. In the saddle of the present invention, a restraint part is used for restraint, wherein the restraint part includes a backrest and a pressure rod part rotatably arranged on the backrest. As needed, the backrest is rotatably arranged on the sitting part or the body of the aircraft. The backrest can be adjusted according to the posture of the saddle or the actual needs of the personnel, so that the backrest fits the back of the personnel as much as possible, which is convenient for the personnel to get on and off; the pressure rod part includes a second rod and two first rods connected to the end of the second rod, each first rod is rotatably arranged on the backrest at the end away from the second rod, the second rod is used to restrain the chest of the personnel, each second rod is used to surround and restrain the back, shoulder and chest position of the personnel, the second rod extends from the back of the personnel to the shoulder and then to the chest, and the two second rods are connected at the end of the chest by the first rod, so that the first rod restrains the chest, and the second rod restrains the back, shoulder and chest position of the personnel. The restraint part composed of the first rod and the second rod is rotatably arranged on the backrest, which is convenient for the personnel to get on and off, and the restraint part not only provides restrictions on the upper body of the personnel, but also supports the upper body of the personnel at the same time. The restraint part ensures that the personnel are in the expected sitting position in various maneuvering flights when the saddle is in various postures, and will not fall off the aircraft or touch dangerous parts such as propellers. At the same time, the restraint part can support the upper body of the personnel, so even if the posture is maintained for a long time, the upper limbs or waist support is not required, and fatigue will not occur.

[0020] The saddle of the present invention is not only simple in structure and greatly reduces the extra weight, but also greatly improves the system reliability and has low cost. At the same time, when the aircraft changes in various postures, the personnel will not feel uncomfortable or unsafe.

[0021] Another object of the present invention is to provide a self-tilting vertical take-off and landing aircraft, comprising the above-mentioned aircraft saddle, wherein the aircraft saddle is fixedly arranged in the body of the aircraft, and when the aircraft is at a small angle of attack, the saddle is in a first posture;

[0022] When the aircraft is at a large angle of attack, the saddle is in a second attitude;

[0023] When the aircraft is at a small angle of attack and when the aircraft is at a large angle of attack, the relative position of the person's body and the aircraft is the same.

[0024] According to at least one embodiment of the present invention, the joystick of the aircraft includes a disc-type, a side-stick and a motorcycle handlebar-type joystick, and the joystick is arranged in the cockpit of the aircraft, in front of the saddle.

[0025] According to at least one embodiment of the present invention, the motorcycle handlebar-type control lever has one degree of rotational freedom, and the control lever controls the direction of the aircraft by rotation;

[0026] The control rod is also provided with two handles, at least one of which is rotatably arranged on the control rod, and each of which is also provided with a paddle;

[0027] The aircraft further includes a controller, which is used to control the flight parameters of the aircraft based on a multi-channel proportional signal formed by the rotation of the joystick, the rotation of each of the handles and the action signal of the paddle.

[0028] According to at least one embodiment of the present invention, a flight control system is further included, wherein the flight control system is used for controlling the bottom layer of the aircraft and performing envelope protection on the bottom layer.

[0029] According to at least one embodiment of the present invention, each handle is provided with at least two paddles, and each paddle is used to generate an increase or decrease in a proportional signal, thereby controlling the ascent or descent rate and the acceleration or deceleration rate of the aircraft.

[0030] Compared with the prior art, the advantages of the self-tilting vertical take-off and landing aircraft described in the present invention are the same as those of the above-mentioned aircraft saddle, which will not be repeated here. BRIEF DESCRIPTION OF THE DRAWINGS

[0031] The accompanying drawings illustrate exemplary embodiments of the present invention and together with the description serve to explain the principles of the present invention. These drawings are included to provide a further understanding of the present invention and are incorporated in and constitute a part of this specification.

[0032] Figure 1 Schematic diagram of a three-dimensional structure of an aircraft saddle according to an embodiment of the present invention.

[0033] Figure 2 is a schematic diagram of a saddle in a first posture according to an embodiment of the present invention.

[0034] Figure 3 is a schematic diagram of a saddle in a second posture according to an embodiment of the present invention.

[0035] Figure 4Schematic diagram of the unlocked state of the restraining portion according to an embodiment of the present invention.

[0036] Figure 5 Schematic diagram of a locked state of a restraining portion according to an embodiment of the present invention.

[0037] Figure numerals: 10, saddle; 11, riding part; 111, base section; 112, extension section; 12, sitting part; 13, transition part; 21, pressure rod part; 211, first rod; 212, second rod; 22, backrest; 30, aircraft. DETAILED DESCRIPTION

[0038] The present invention will be further described in detail below in conjunction with the accompanying drawings and implementations. It is to be understood that the specific implementations described herein are only used to explain the relevant content, rather than to limit the present invention. It is also necessary to explain that, for ease of description, only the parts related to the present invention are shown in the accompanying drawings.

[0039] It should be noted that, in the absence of conflict, the embodiments and features of the embodiments of the present invention can be combined with each other. The present invention will be described in detail below with reference to the accompanying drawings and in combination with the embodiments.

[0040] During takeoff and landing, the tilt-rotating aircraft has a large change in attitude. During takeoff, the nose is vertically upward, while during high-speed cruising, the nose is basically horizontal and forward. During takeoff and landing or low-speed flight, the pilot's face is upward, and the aircraft's forward direction is the cockpit floor. At this time, the pilot's vision is blocked. Even if the neck posture is adjusted as much as possible, the pilot cannot directly observe the forward direction or landing point through the porthole. It must be predicted in advance or assisted by electronic equipment, which greatly reduces the safety of takeoff and landing. During the drastic changes in attitude during takeoff and landing, personnel are prone to discomfort or insecurity.

[0041] In the prior art, a rotating mechanism is used to adjust the seats or cockpit at different pitch angles of the aircraft, so that the occupants have a more comfortable sitting posture. However, this solution will greatly increase the complexity of the aircraft system, and must make great sacrifices in terms of mechanism weight, cost and reliability. The vast majority of potential manned application scenarios of the self-tilting vertical take-off and landing configuration are small, low-cost aircraft, which are extremely sensitive to factors such as reliability and price, so this solution is difficult to gain public recognition.

[0042] Based on the above-mentioned defects of the prior art, according to an exemplary embodiment of the present invention, an aircraft saddle is provided. Figures 1 to 5As shown, the saddle 10 is used for passengers in a self-tilting vertical take-off and landing aircraft 30, and includes a riding portion 11, a sitting portion 12, and a transition portion 13, wherein the transition portion 13 is arranged between the riding portion 11 and the sitting portion 12; when the saddle 10 is in a first posture, the riding portion 11 is used to fit at least part of the buttocks and at least part of the thighs of the passenger to support the passenger; when the saddle 10 is in a second posture, the sitting portion 12 is used to fit at least part of the buttocks and at least part of the waist of the passenger to support the passenger; the saddle 10 also includes a restraining portion, which includes a The backrest 22 is rotatably provided on the sitting portion 12 or the body of the aircraft 30. The pressure rod portion 21 includes a second rod 212 and two first rods 211 connected to the end of the second rod 212. Each first rod 211 is rotatably provided on the backrest 22 away from the end of the second rod 212. The second rod 212 is used to restrain the chest of the person, and each second rod 212 is used to surround and restrain the back, shoulders and chest position of the person. The restraining portion has the functions of restraining and supporting the upper body of the person.

[0043] In actual use, when the aircraft is cruising at high speed, the angle between the fuselage and the ground is small, and the saddle 10 is in the first posture. The passengers on board will be supported by the riding part 11 and adopt a riding posture, similar to a racing motorcycle or a road bicycle, with the buttocks and inner thighs in contact with the riding part 11, thereby supporting the upper body of the passengers; when the aircraft is hovering, due to the tilting of the aircraft body in the backward direction, the saddle 10 is in the second posture, and the passengers on board naturally transition to a sitting posture, and the buttocks' support point transitions from the riding part 11 to the sitting part 12, becoming supported by the sitting part 12, and at least part of the passengers' buttocks and waist at least partly fit on the sitting part 12. When the aircraft is converted from hovering to high-speed cruising again, due to the forward pitching of the aircraft body, the passengers on board also transition to a riding posture again, and the buttocks' support point moves forward from the sitting part 12 to the riding part 11, so that the saddle 10 can achieve smooth adjustment of the passengers' sitting posture when the aircraft repeatedly switches between hovering, low speed, and high speed. During the takeoff of the aircraft from an upright posture, the body changes to a horizontal cruising flight, and then lands in a vertical posture, the people on board maintain a good field of vision during the whole process, changing from a sitting position to a prone position like a racing motorcycle, and then from a prone position to a sitting position. At the same time, the prone position during cruising is also the motorcycle riding posture that people are more accustomed to, and the mutual conversion between it and the sitting position is very natural, and will not bring a sense of insecurity or other safety hazards.

[0044] Riding and sitting are the postures that people are more accustomed to when riding in public transportation, and are easier for aircraft pilots to master and accept. At the same time, the high-speed cruising posture of riding also increases the sense of movement of the aircraft and improves the riding experience. When hovering, the upper body of the occupants is basically vertical, and the body and wings of the aircraft block the field of vision less. The personnel can observe the obstructed position by moving the body and head slightly left and right.

[0045] Since the potential range of postures that the aircraft can reach is very large, and accelerations in all directions will be generated during the flight, the personnel must use the restraint part to restrain the body's freedom when riding the aircraft to prevent them from leaving the sitting position, leaving the control handle, or even falling off the aircraft. In certain flight postures, the personnel may also use the restraint part to resist overload or adjust the posture. The restraint part mainly restrains the chest and legs of the human body. After getting on the aircraft, the personnel first use the pressure rod part 21 to restrain the chest and the backrest 22. Then adjust the angle of the backrest 22 to fix the upper body of the personnel in the riding posture. In this posture, the restraint part and the saddle 10 simultaneously restrain the body position of the personnel, ensuring that the personnel are in the expected sitting position during various maneuvering flights, and will not fall off the aircraft or touch dangerous parts such as propellers. At the same time, the pressure rod part 21 and the backrest 22 can support the upper body of the personnel, so even if the posture is maintained for a long time, the upper limbs or waist support is not required, and fatigue will not occur. The pressure rod portion 21 adopted in the embodiment of the present invention is a frame structure, including a second rod 212 and two first rods 211 connected to the end of the second rod 212. The second rod 212 is placed horizontally at the chest position, and the two first rods 211 respectively constrain two shoulder positions. Specifically, the first rod 211 extends from the side position near the top of the backrest 22 to the shoulder position and then to the chest position. At the chest position, they are connected together by the second rod 212 to form a frame structure. Although this structure constrains the people on board, their arms and legs are not used to bear the restraining force of the fixing device. Instead, the arms and legs can be freed for the operation of the aircraft.

[0046] Considering the need for constraint positioning of the constraint part, please refer to Figure 4 , Figure 5As shown, the saddle 10 also includes a first locking mechanism provided between the pressure rod 21 and the backrest 22, and a second locking mechanism provided between the backrest 22 and the seat 12 or the body of the aircraft 30; the second locking mechanism is used to lock the position of the backrest 22 after the back of the person fits against the backrest 22; the first locking mechanism is used to lock the relative position of the pressure rod 21 and the backrest 22. After adjusting the relative position between the pressure rod 21 and the backrest 22, and the relative position between the backrest 22 and the seat 12 or the body of the aircraft 30, they need to be locked or unlocked. When the person is in the parking state, the pressure rod 21 and the backrest 22 are both in the open state, and the person sits on the machine. After the person sits, the back is upright and naturally fits against the seat backrest 22. When locking, the seat backrest 22 tilts forward manually by the person, or with the help of the electric mechanism, the person's back naturally leans forward, and the hand holds the joystick to enter the riding posture. The pressure rod 21 can be buckled manually, mechanically linked with the backrest, or electrically assisted when the backrest 22 moves, so as to restrain the chest of the person and the seat backrest, and lock it with the first locking mechanism when the position is reached. The first locking mechanism here can adopt the mechanism in the prior art, which will not be described in detail here. The second locking mechanism is provided between the backrest 22 and the sitting part 12, or between the aircraft 30 and the backrest 22, and locks it with the second locking mechanism when the position is reached. The second locking mechanism here can adopt the mechanism in the prior art, which will not be described in detail here.

[0047] In some embodiments, the riding portion 11 and the sitting portion 12 are arranged perpendicular to each other. It is understandable that the vertical arrangement is not completely perpendicular, but may have a certain inclination according to ergonomics, and the surface of the transition portion 13 is a smooth curved surface; when the saddle 10 switches between the first posture and the second posture, the transition portion 13 is used for the smooth transition of the support point of the personnel's buttocks between the riding portion 11 and the sitting portion 12. In order to smoothly adjust the sitting posture of the personnel when the aircraft repeatedly switches between hovering, low speed, and high speed, that is, when the saddle 10 switches between the first posture and the second posture, the surface of the transition portion 13 that fits the personnel is a smooth curved surface, which increases the comfort experience of the personnel when changing postures.

[0048] To enhance the riding experience and to restrict the legs of the passengers on board, please refer to Figure 1 As shown, the riding part 11 includes a base section 111 and an extension section 112 arranged on the base section 111 away from the transition section 13. The extension section 112 is arranged near the middle of the end surface of the base section 111. Each side of the extension section 112 and the corresponding part of the end surface of the base section 111 located on one side of the extension section 112 are used to fit the corresponding position of the legs of the personnel. That is, the riding part 11 is similar to the seat design of a bicycle or motorcycle, which makes it more acceptable to the personnel. In order to prevent the legs from being thrown away from the original position when the overload is large, a limit block is used to restrain them to prevent the lower limbs from being thrown away from the expected position due to overload accidents during flight.

[0049] According to another aspect of the present invention, see Figure 2 , Figure 3 As shown, a self-tilting vertical take-off and landing aircraft is also provided, including the above-mentioned aircraft saddle 10, the aircraft saddle 10 is fixed in the body of the aircraft 30, when the aircraft 30 is at a small angle of attack, the saddle 10 is in a first posture; when the aircraft 30 is at a large angle of attack, the saddle 10 is in a second posture; when the aircraft 30 is at a small angle of attack and when the aircraft 30 is at a large angle of attack, the relative position of the body of the person and the aircraft 30 is the same. Through the saddle of the embodiment of the present invention, when the person rides on the self-tilting vertical take-off and landing aircraft 10, the person takes off in a vertical posture, the body changes to a horizontal cruising flight, and then lands in a vertical posture. During the whole process, the person's posture changes from a sitting posture to a prone posture, and then transitions from a prone posture to a sitting posture, and a good field of vision is always maintained. At the same time, the prone posture during cruising is also a motorcycle riding posture that people are more accustomed to, and the mutual conversion between the prone posture and the sitting posture is very natural, and will not bring a sense of insecurity or other safety hazards. The design of the restraint part avoids the complex seat belt system that was previously common, and the passenger compartment is tidy, maintainable and reliable. At the same time, the pressure rod part 21 restrains the human body through the shoulders and chest, which frees the arms and legs. Even when there is a large overload, it will not affect the flexibility of the arms and legs, so that the people on board can reliably operate the aircraft.

[0050] In some embodiments, since the arms and legs of the personnel on board can be used to control the aircraft, the joystick design of the aircraft can be flexibly adopted in various forms, such as a disk joystick similar to that of a Boeing passenger aircraft, a motorcycle handlebar joystick, or a sidebar similar to that of an Airbus passenger aircraft. The joystick of the above-mentioned aircraft 30 includes a disk-type, a sidebar and a motorcycle handlebar joystick, and the joystick is arranged in the cockpit of the aircraft 30, in front of the saddle 10. The main joystick of the aircraft is located in front of the personnel and can be reached by their arms. In addition to using conventional aircraft joystick layouts such as disk-type and sidebar, a motorcycle handlebar joystick can also be used to control the aircraft.

[0051] For example, a motorcycle handlebar-type joystick has one degree of rotational freedom, and the joystick controls the direction of the aircraft 30 by rotating; the joystick is also provided with two handles, at least one of which is rotatably arranged on the joystick, and each handle is also provided with a paddle; the aircraft 30 also includes a controller, which is used to control the flight parameters of the aircraft 30 based on the multi-channel proportional signals formed by the rotation of the joystick, the rotation of each handle and the action signals of the paddle. Specifically, the joystick has one degree of rotational freedom for controlling the direction of the aircraft, wherein the handle on the right hand can be twisted by the hand force of the person, similar to the handlebar of a bicycle or motorcycle, and at the same time, the left and right handles can be designed with paddles driven by the thumb or index finger. Thus, the rotation of the joystick, the rotation of the handle, and the rotation of the paddle form a multi-channel proportional signal, which can respectively control the turning radius, acceleration and deceleration rate, ascent and descent rate, etc. of the aircraft. Optionally, the joystick can also be designed with a proportional channel through a structure similar to the hand-turning head of a road bicycle. In this scheme, each hand of the personnel can push the front and rear paddles to generate proportional signal increase and decrease respectively, so as to control the turning radius by rotating the joystick, and form the ascending and descending rate and acceleration and deceleration rate signals respectively through the paddle channels controlled by the two hands. It can be understood that on the basis of rotating the joystick to control the turning radius, the pedaling movement of the foot can still be used as an auxiliary control channel to control the sideslip angle of the aircraft.

[0052] In some embodiments, the above-mentioned aircraft adopts a semi-active control method, that is, the aircraft propeller and rudder are directly controlled by the electronic flight control system, which controls the underlying control of the aircraft, maintains the stability of the aircraft, and realizes the underlying control logic such as climbing, descending, accelerating, decelerating, and coordinated turning. The onboard personnel only need to give the aircraft's ascent or descent rate, acceleration or deceleration rate, turning radius and other information through the control mechanism to complete the control of the aircraft. The bottom layer of the flight control system implements envelope protection, which will protect the aircraft from entering an uncontrollable flight state when any control command is issued by the personnel to ensure flight safety.

[0053] In some embodiments, since the incoming airflow may cause the body temperature of the people on board to drop during the high-speed cruising flight of the aircraft, the mechanisms involved in the personnel fixation, such as the front of the fuselage, the pressure rod, etc., can block the airflow and keep warm through the design of baffles, cushions, etc.

[0054] In the description of this specification, the description with reference to the terms "one embodiment / method", "some embodiments / methods", "example", "specific example", or "some examples" etc. means that the specific features, structures, materials or characteristics described in conjunction with the embodiment / method or example are included in at least one embodiment / method or example of the present invention. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment / method or example. Moreover, the specific features, structures, materials or characteristics described may be combined in any one or more embodiments / methods or examples in a suitable manner. In addition, those skilled in the art may combine and combine the different embodiments / methods or examples described in this specification and the features of the different embodiments / methods or examples, unless they are contradictory.

[0055] In addition, the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features defined as "first" and "second" may explicitly or implicitly include at least one of the features. In the description of the present invention, the meaning of "plurality" is at least two, such as two, three, etc., unless otherwise clearly and specifically defined.

[0056] It should be understood by those skilled in the art that the above embodiments are only for the purpose of clearly illustrating the present invention, and are not intended to limit the scope of the present invention. For those skilled in the art, other changes or modifications may be made based on the above disclosure, and these changes or modifications are still within the scope of the present invention.

Claims

1. An aircraft saddle, characterized in that: Used for passengers in a self-tilting vertical take-off and landing aircraft, the saddle includes a riding portion, a sitting portion, and a transition portion provided between the riding portion and the sitting portion; When the saddle is in a first posture, the riding portion is used to fit at least a portion of the buttocks and at least a portion of the thighs of the person to support the person; When the saddle is in the second posture, the sitting portion is used to fit at least part of the buttocks and at least part of the waist of the person to support the person; The saddle further comprises a restraining portion, the restraining portion comprising a backrest and a pressure rod portion rotatably arranged on the backrest, the backrest being rotatably arranged on the sitting portion or the body of the aircraft, the pressure rod portion comprising a second rod and two first rods connected to the end of the second rod, each of the first rods being rotatably arranged on the backrest at an end away from the second rod, the second rod being used to restrain the chest of the person, and each of the first rods being used to surround and restrain the back, shoulders and chest position of the person; The restraining part simultaneously restrains and supports the upper body of the person; The riding portion and the sitting portion are arranged perpendicular to each other, and the surface of the transition portion is a smooth curved surface; When the saddle is switched between the first posture and the second posture, the transition portion is used for a smooth transition of the support point of the person's buttocks between the riding portion and the sitting portion.

2. The aircraft saddle according to claim 1, characterized in that: The saddle further comprises a first locking mechanism disposed between the pressure rod portion and the backrest, and a second locking mechanism disposed between the backrest and the sitting portion or the body of the aircraft; The second locking mechanism is used to lock the position of the backrest after the back of the person is in contact with the backrest; The first locking mechanism is used to lock the relative position of the pressing rod portion and the backrest.

3. The aircraft saddle according to claim 1, characterized in that: The riding portion includes a base section and an extension section arranged on the base section away from the transition section, the extension section is arranged near the middle of the end surface of the base section, and each side of the extension section and correspondingly the portion of the end surface of the base section located on one side of the extension section are used to fit the corresponding position of the person's legs.

4. The aircraft saddle according to claim 3, characterized in that: The saddle further comprises a blocking piece, which is used to constrain the legs and prevent the legs from being thrown out of the expected position.

5. A self-tilting vertical take-off and landing aircraft, characterized in that: An aircraft saddle comprising the aircraft saddle according to any one of claims 1 to 4, wherein the aircraft saddle is fixedly arranged in the body of the aircraft, and when the aircraft is at a small angle of attack, the saddle is in a first posture; When the aircraft is at a large angle of attack, the saddle is in a second attitude; When the aircraft is at a small angle of attack and when the aircraft is at a large angle of attack, the relative position of the person's body and the aircraft is the same.

6. The aircraft according to claim 5, characterized in that The joystick of the aircraft comprises a disc type, a side rod and a motorcycle handlebar type joystick, and the joystick is arranged in the cockpit of the aircraft and is located in front of the saddle.

7. The aircraft according to claim 6, characterized in that The motorcycle handlebar-type control lever has one degree of rotational freedom, and the control lever controls the direction of the aircraft by rotation; The control rod is also provided with two handles, at least one of which is rotatably arranged on the control rod, and each of which is also provided with a paddle; The aircraft further includes a controller, which is used to control the flight parameters of the aircraft based on a multi-channel proportional signal formed by the rotation of the joystick, the rotation of each of the handles and the action signal of the paddle.

8. The aircraft according to claim 7, characterized in that It also includes a flight control system, which is used for bottom-layer control of the aircraft and envelope protection of the bottom layer.

9. The aircraft according to claim 7, characterized in that: Each handle is provided with at least two paddles, and each paddle is used to generate an increase or decrease in a proportional signal, thereby controlling the ascent or descent rate, acceleration or deceleration rate of the aircraft.

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