Self-tilting vertical take-off and landing aircraft, method of take-off and landing

Abstract

The application discloses a self-inclination vertical take-off and landing aircraft and a take-off and landing method, which comprises an aircraft body, a first group of landing gears and a second group of landing gears, the first group of landing gears and the second group of landing gears are distributed along the length direction of the aircraft; the height of the first group of landing gears is greater than the height of the second group of landing gears, and the first group of landing gears and the second group of landing gears each at least comprise a buffer column and a wheel, the buffer column is arranged on the aircraft body, and a wheel is arranged on the end of the buffer column away from the aircraft body, and the second group of landing gears further comprises a locking mechanism arranged on the wheel. The height of the first group of landing gears is greater than the height of the second group of landing gears, so that the nose part of the aircraft is higher than the tail part, a larger parking angle is provided for the aircraft, the front wing propeller can be at a certain height from the ground when the aircraft takes off or lands, and the attitude change of the aircraft when taking off or landing is small.

Description

Technical Field

[0001] This invention relates to the field of aircraft technology, and in particular to a tilt-rotor vertical takeoff and landing aircraft, and a takeoff and landing method. Background Technology

[0002] Tilting vertical takeoff and landing (VTOL) aircraft utilize their distributed propulsion to achieve attitude switching from takeoff to level flight and from level flight to landing, thereby achieving the goal of using a fixed power unit to meet the power requirements of takeoff, landing and level flight.

[0003] Existing tilt-and-tilt vertical takeoff and landing (VTOL) aircraft feature either a curved fuselage or curved skis. With a curved fuselage, the aircraft's touchdown point during takeoff and landing is only a single point on the fuselage, resulting in poor stability. During rolls, the lateral attitude of the aircraft is difficult to control, and this method of takeoff and landing causes repeated wear on the fuselage, making it unable to withstand large impacts and leading to rapid wear and unreliability. Curved skis effectively improve the takeoff and landing stability of tilt-and-tilt vertical takeoff and landing aircraft, but they still suffer from the problems of wear and tear during takeoff and landing and inability to withstand impacts. Summary of the Invention

[0004] The purpose of this invention is to provide a tilt-tilt vertical takeoff and landing aircraft, and a takeoff and landing method, to improve the takeoff and landing stability and safety of the tilt-tilt vertical takeoff and landing aircraft.

[0005] To achieve the above objectives, the present invention provides the following technical solution:

[0006] A vertical takeoff and landing aircraft includes an aircraft body, and a first set of landing gear and a second set of landing gear disposed on the aircraft body, wherein the first set of landing gear and the second set of landing gear are distributed along the length direction of the aircraft.

[0007] The height of the first set of landing gear is greater than the height of the second set of landing gear. Both the first set of landing gear and the second set of landing gear include at least a buffer column and a wheel. The buffer column is located on the aircraft body, and the end of the buffer column away from the aircraft body is located on the wheel. The second set of landing gear also includes a locking mechanism located on the wheel.

[0008] Furthermore, the length of the buffer column included in the first set of landing gear is greater than the length of the buffer column included in the second set of landing gear.

[0009] Further, the first set of landing gears and / or the second set of landing gears further comprises a landing gear strut, one end of the landing gear strut is hinged to the aircraft body, and the other end of the landing gear strut away from the aircraft body is arranged on the wheel, and the other end of the landing gear strut away from the aircraft body is hinged to the other end of the buffer column away from the aircraft body.

[0010] Further, when the first set of landing gears and / or the second set of landing gears each comprises a landing gear strut, the length of the landing gear strut comprised by the first set of landing gears is greater than the length of the landing gear strut comprised by the second set of landing gears.

[0011] Further, when the number of landing gears comprised by the first set of landing gears is one, the number of landing gears comprised by the second set of landing gears is two.

[0012] Further, when the number of landing gears comprised by the second set of landing gears is one, the number of landing gears comprised by the first set of landing gears is two.

[0013] Further, the number of landing gears comprised by the first set of landing gears and the second set of landing gears is two.

[0014] Further, the aircraft body has a fuselage, and a first set of wings and a second set of wings arranged on the fuselage, the first set of wings and the second set of wings are arranged at intervals along the length direction of the aircraft body; the aircraft further comprises:

[0015] A first power unit arranged on the first wing, for providing a pulling force for the aircraft;

[0016] A second power unit arranged on the second wing, for providing a pulling force for the aircraft.

[0017] Compared with the prior art, in the vertical take-off and landing aircraft provided by the application, the first set of landing gears and the second set of landing gears are arranged on the aircraft body, so that the first set of landing gears and the second set of landing gears can be used to support the vertical take-off and landing aircraft. The height of the first set of landing gears is greater than the height of the second set of landing gears, so that the vertical take-off and landing aircraft can be inclined at a certain angle with the horizontal ground, and a larger parking angle can be provided for the vertical take-off and landing aircraft, facilitating the take-off of the aircraft. Based on this, when the vertical take-off and landing aircraft takes off or lands, the front wing propeller is at a certain height from the ground, avoiding the danger of the propeller touching the ground, and the attitude change of the vertical take-off and landing aircraft when taking off or landing is small. For possible manned models, the passenger experience is better, and a certain forward field of view is provided when taking off and landing.

[0018] And since the first group of landing gears and the second group of landing gears both include at least a buffer column and a wheel, the buffer column is arranged on the aircraft body, and a wheel is arranged on the end of the buffer column away from the aircraft body, and the second group of landing gears further includes a locking mechanism arranged on the wheel. When the aircraft lands, the buffer column can also be compressed when the aircraft lands and is subjected to force, reducing the impact force on the aircraft when the aircraft lands. The wheel can also provide a buffer force for the aircraft body during the landing stage. It can be seen that the vertical take-off and landing aircraft provided by the present application can change the contact between the vertical take-off and landing aircraft and the ground during landing from rigid contact to non-rigid contact by the buffer column included in the first group of landing gears and the second group of landing gears, thereby reducing the impact force during the landing stage, reducing the damage or wear caused by the impact force during landing to the aircraft body, and prolonging the service life of the vertical take-off and landing aircraft. In addition, the locking mechanism is used to limit the movement of the wheel, and the locking wheel can prevent the aircraft from sliding unnecessarily during take-off or landing, making the take-off or landing of the aircraft more stable and safer.

[0019] The present application also provides a take-off method of a self-tilt vertical take-off and landing aircraft, which is applied to the self-tilt vertical take-off and landing aircraft, and the method comprises the following steps:

[0020] When the self-tilt vertical take-off and landing aircraft takes off, the locking mechanism included in the second group of landing gears is controlled to lock the rotation of the wheel of the second group of landing gears until the self-tilt vertical take-off and landing aircraft is turned from a parking attitude to a vertical attitude and the wheel of the second group of landing gears smoothly leaves the ground, and the locking mechanism is unlocked.

[0021] The present application also provides a landing method of a self-tilt vertical take-off and landing aircraft, which is applied to the self-tilt vertical take-off and landing aircraft, and the method comprises the following steps:

[0022] When the self-tilt vertical take-off and landing aircraft lands, the locking mechanism of the second group of landing gears locks the wheel until the wheel included in the first group of landing gears contacts the ground, and the locking mechanism is unlocked.

[0023] Compared with the prior art, the take-off control method and the landing method of the vertical take-off and landing aircraft provided by the present application have the same beneficial effects as the vertical take-off and landing aircraft described in the above technical solutions, and will not be repeated here. BRIEF DESCRIPTION OF DRAWINGS

[0024] The drawings described herein are used to provide further understanding of the present application, and form a part of the present application. The schematic embodiments of the present application and their descriptions are used to explain the present application, and do not constitute an improper limitation on the present application. In the drawings:

[0025] Figure 1 It is a structural schematic diagram of the vertical take-off and landing aircraft in the embodiments of the present application;

[0026] Figure 2 Structure diagram of a vertical take-off and landing aircraft in an embodiment of the present application Figure One ;

[0027] Figure 3 Structure diagram of a vertical take-off and landing aircraft in an embodiment of the present application Figure Two ;

[0028] Figure 4 Structure diagram of a vertical take-off and landing aircraft in an embodiment of the present application Figure Three .

[0029] Reference signs:

[0030] 100 - vertical take-off and landing aircraft, 10 - aircraft body, 11 - first wing, 12 - second wing, 13 - first power unit, 14 - second power unit, 20 - first group of landing gears, 21 - buffer column, 22 - front wheel, 24 - landing gear strut, 30 - second group of landing gears, 31 - rear buffer column, 32 - rear wheel, 33 - locking mechanism. DETAILED DESCRIPTION

[0031] In order to make the technical problems to be solved by the present application, technical solutions and beneficial effects more clearly understood, the present application will be further described in detail below in conjunction with the drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present application and not intended to limit the present application.

[0032] It should be noted that when an element is referred to as being "fixed to" or "set on" another element, it can be directly on the other element or indirectly on the other element. When an element is referred to as being "connected to" another element, it can be directly connected to the other element or indirectly connected to the other element.

[0033] In addition, the terms "first", "second", "third", etc. are only used for descriptive purposes and should not be construed as indicating or implying relative importance or implicitly indicating the number of the technical features indicated. Therefore, the features defined with "first", "second" can explicitly or implicitly include one or more of the features. In the description of the present application, the meaning of "a plurality of" is two or more, unless otherwise explicitly and specifically limited. The meaning of "several" is one or more, unless otherwise explicitly and specifically limited.

[0034] In the description of the present application, it should be understood that the terms "upper", "lower", "front", "rear", "left", "right", etc. indicate the orientation or positional relationship shown in the drawings, and are only used for the purpose of facilitating the description of the present application and simplifying the description, and therefore cannot be understood as limiting the present application. It is not intended or implied that the devices or elements referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as limiting the present application.

[0035] In the description of the present application, it should be noted that unless specifically defined and limited, the terms "mounting", "connecting", "connection" should be understood broadly, for example, it can be fixed connection, or detachable connection, or integrally connected, it can be mechanical connection, or electrical connection, it can be directly connected, or indirectly connected through an intermediate medium, it can be internal communication of two elements or interaction relationship between two elements. For those skilled in the art, the specific meaning of the above terms in the present application can be understood according to the specific circumstances.

[0036] The vertical take-off and landing is a technology that the aircraft can take off and land without needing to slide, and the vertical take-off and landing aircraft reduces or basically gets rid of the dependence on the runway, and only needs a very small flat ground to take off and land vertically, so that the aircraft can be arranged dispersedly in the war, facilitating flexible attack, transfer and camouflage concealment, and being not easy to be found by the enemy, and the attendance rate is greatly improved, and the attack on the enemy has high suddenness, and the survival rate of the aircraft in the battlefield is greatly improved.

[0037] The self-tilt vertical take-off and landing aircraft is used to realize the attitude switching from the take-off stage to the flat flight stage, and from the flat flight stage to the landing stage by using the distributed power of the self-tilt vertical take-off and landing aircraft, so as to reach the purpose of using the fixed power group to consider the power demand of the take-off and landing and the flat flight stage.

[0038] The existing self-tilt vertical take-off and landing aircraft is provided with an arc-shaped belly or an arc-shaped skid, the landing point of the aircraft in the take-off and landing stage is only a point on the belly, so that the stability is poor, the lateral attitude of the aircraft body is difficult to control in the process of rolling, and the take-off and landing in this way repeatedly wears the belly part, which is difficult to withstand a large impact, so that the aircraft body is quickly worn and becomes unreliable. The arc-shaped skid improves the take-off and landing stability of the self-tilt vertical take-off and landing aircraft, but also has the problems of take-off and landing wear and inability to withstand impact.

[0039] Please refer to Figure 1 The embodiment of the present application provides a vertical take-off and landing aircraft 100, which comprises an aircraft body 10, a first group of landing gears 20 and a second group of landing gears 30 arranged on the aircraft body 10, the first group of landing gears 20 and the second group of landing gears 30 are distributed along the length direction of the aircraft, the height of the first group of landing gears 20 is greater than the height of the second group of landing gears 30, the first group of landing gears 20 and the second group of landing gears 30 each comprise at least a buffer column 21 and a front wheel 22, the buffer column 21 is arranged on the aircraft body 10, a front wheel 22 is arranged at the end of the buffer column 21 away from the aircraft body 10, and the second group of landing gears 30 further comprises a locking mechanism 33 arranged on a rear wheel 32.

[0040] It can be understood that the first group of landing gears 20 and the second group of landing gears 30 are used to support the aircraft; the height of the first group of landing gears 20 is greater than the height of the second group of landing gears 30, so that the nose portion of the aircraft is higher than the tail portion, which provides a larger parking angle for the aircraft, and enables the front wing propeller to have a certain height from the ground when the vertical take-off and landing aircraft takes off or lands, avoids the danger of the propeller touching the ground, and makes the attitude of the vertical take-off and landing aircraft change less when taking off or landing. For possible manned models, the passenger's ride experience is better, and a certain forward view is provided when taking off and landing.

[0041] The first group of landing gears 20 and the second group of landing gears 30 are landing gears, which are provided with a buffer column 21 and a front wheel 22; one end of the buffer column 21 is arranged on the aircraft body, and the other end is provided with the front wheel 22; the rubber-made front wheel 22 can provide a buffer force for the aircraft body 10 during landing; the buffer column 21 can also be compressed when subjected to force, reducing the impact force on the aircraft during landing; the front wheel 22 and the buffer column 21 change the landing mode of the vertical take-off and landing aircraft 100 to a non-rigid landing, which can reduce the impact force during landing and reduce the wear of the aircraft body during landing, thereby prolonging the service life of the vertical take-off and landing aircraft 100.

[0042] The locking mechanism 33 is used to limit the rotation of the rear wheel 32, and the locked rear wheel 32 can make the aircraft slide unnecessarily, making the take-off or landing of the aircraft more stable and safer.

[0043] The buffer column 21 and the rear buffer column 31 can be hydraulic, pneumatic, spring, etc. possible shock-absorbing energy-absorbing devices.

[0044] In some embodiments, the length of the buffer column 21 included in the first group of landing gears 20 is greater than the length of the buffer column 31 included in the second group of landing gears 30.

[0045] It can be understood that the buffer column 21 included in the first group of landing gears 20 is a first buffer column, and the buffer column 31 included in the second group of landing gears 30 is a second buffer column; the first buffer column is arranged close to the nose of the aircraft body 10, and the second buffer column is arranged close to the tail of the aircraft body 10; the length of the buffer column 21 included in the first group of landing gears 20 is greater than the length of the buffer column 31 included in the second group of landing gears 30, that is, the height of the first buffer column is higher than the height of the second buffer column, so that the nose portion of the aircraft is higher than the tail portion of the aircraft, which can make the aircraft have a larger parking angle, facilitating the take-off or landing of the aircraft.

[0046] In some embodiments, the first set of landing gears 20 and / or the second set of landing gears 30 further comprise a landing gear strut 24, one end of the landing gear strut 24 is hinged to the aircraft body 10, the other end of the landing gear strut 24 is arranged on the front wheel 22, and the other end of the landing gear strut 24 is hinged to the other end of the buffer column 21. The landing gear strut 24 is optional, and the first set of landing gears 20 or the second set of landing gears 30 can be installed with or without the landing gear strut 24 according to the weight of different aircrafts.

[0047] It can be understood that the landing gear strut 24 included in the first set of landing gears 20 is a first landing gear strut, and the first landing gear strut is arranged near the nose of the aircraft body 10; the landing gear strut 24 included in the second set of landing gears 30 is a second landing gear strut 24, and the second landing gear strut 24 is arranged near the tail of the aircraft body 10; one end of the first landing gear strut is hinged to the aircraft body 10, and the other end of the first landing gear strut is hinged to the first buffer column, and the front wheel 22 is arranged at the hinged position; one end of the second landing gear strut 24 is hinged to the aircraft body 10, and the other end of the second landing gear strut 24 is hinged to the second buffer column, and the front wheel 22 is arranged at the hinged position; the hinging of the landing gear strut 24 to the buffer column 21 enables the landing gear strut 24 to move with the buffer column 21, and provides structural strength to the buffer column 21, so that the landing gear can withstand a higher impact force.

[0048] In some embodiments, when the first set of landing gears 20 and / or the second set of landing gears 30 both include the landing gear strut 24, the length of the landing gear strut 24 included in the first set of landing gears 20 is greater than the length of the landing gear strut 24 included in the second set of landing gears 30. By arranging the landing gear strut 24, the structural strength of the first set of landing gears 20 or the second set of landing gears 30 can be improved.

[0049] When the first set of landing gears 20 and the second set of landing gears 30 both include the landing gear strut 24, the length of the landing gear strut 24 included in the first set of landing gears 20 is greater than the length of the landing gear strut 24 included in the second set of landing gears 30. The purpose is to match the length of the landing gear strut 24 with the length of the buffer column 21, so that the landing gear has better buffering and damping effect.

[0050] Please refer to Figures 3 to 4 In some embodiments, when the first set of landing gears 20 includes one landing gear, the second set of landing gears 30 includes two landing gears.

[0051] It can be understood that the first group of landing gears 20 can include one landing gear, when the first group of landing gears 20 is one, the second group of landing gears 30 needs to be two (i.e. one front landing gear and two rear landing gears), to form a front three-point support to provide support force for the aircraft; when the front landing gear is one and the rear landing gear is two, stronger support force can be provided for the aircraft during the landing stage, so that the aircraft can withstand higher intensity crosswinds during landing, so that the aircraft can land in places with relatively poor weather conditions, to improve the application range of the aircraft.

[0052] In some embodiments, when the second group of landing gears 30 includes one landing gear, the first group of landing gears 20 includes two landing gears. It can be understood that the first group of landing gears 20 can include two landing gears, when the first group of landing gears 20 is two, the second group of landing gears 30 is one (i.e. two front landing gears and one rear landing gear), to form a rear three-point support to provide support force for the aircraft, the rear three-point support makes the angle of attack of the aircraft larger, which can make the aircraft take off or land quickly.

[0053] Please refer to Figure 1 and Figure 2 In some embodiments, the aircraft body 10 has a fuselage, and a first group of wings and a second group of wings are arranged on the fuselage, the first group of wings and the second group of wings are arranged at intervals along the length direction of the aircraft body 10; the aircraft further comprises: a first power unit 13 arranged on the first wing 11, for providing pulling force for the aircraft; and a second power unit 14 arranged on the second wing 12, for providing pulling force for the aircraft.

[0054] It can be understood that the first power unit 13 and the second power unit 14 are used to provide pulling force for the aircraft, and the first power unit 13 and the second power unit 14 can be propeller engines, jet engines or other power equipment; when the upper front of the aircraft body 10 is taken as the positive direction of the X axis (i.e. the pulling force line), and the lifting direction of the aircraft body 10 perpendicular to the X axis direction is the positive direction of the Z axis.

[0055] The first power unit 13 can provide X-axis positive direction pulling force Fx1, and the X-axis positive direction pulling force Fx1 provides power for the aircraft during the take-off and landing stage and the level flight stage;

[0056] Similarly, the second power unit 14 can provide X-axis positive direction pulling force Fx2, and the X-axis positive direction pulling force Fx2 provides power for the aircraft during the take-off and landing stage and the level flight stage.

[0057] In a preferred embodiment, the first power unit 13 and the second power unit 14 are both variable-pitch propeller engines.

[0058] And the first wing 11 is provided with a control surface, when the ground speed is zero in the take-off and landing stage, the first power unit 13 provides the X-axis positive pulling force Fx1, and a high-speed airflow is generated by the first power unit 13, and the control surface on the first wing 11 is deflected to generate the Z-axis direction control force Fz1.

[0059] Similarly, the second wing 12 is provided with a control surface, when the ground speed is zero in the take-off and landing stage, the second power unit 14 provides the X-axis pulling force Fx2, and a high-speed airflow is generated by the second power unit 14, and the control surface on the second wing 12 is deflected to generate the Z-axis direction control force Fz2.

[0060] The application also provides a take-off method of the vertical take-off and landing aircraft 100, the method comprising: when the self-tilt vertical take-off and landing aircraft 100 takes off, the locking mechanism 33 of the second group of landing gears 30 is locked to lock the rotation of the rear wheels 32 of the second group of landing gears, until the self-tilt vertical take-off and landing aircraft 100 is turned from the parking attitude to the vertical attitude and the rear wheels 32 of the second group of landing gears smoothly leave the ground, and the locking mechanism 33 is unlocked.

[0061] It can be understood that, in the take-off stage, the first group of landing gears 20 gradually leaves the ground under the action of the pulling force of the first power unit 13, at this time, the locking mechanism 33 of the second group of landing gears 30 locks the rear wheels 32 of the second group of landing gears 30, and the aircraft 100 rotates around the second group of landing gears 30 as the fulcrum, dynamically, the pulling force Fx1 of the first power unit 13, the control force Fz1 of the first wing 11 and the friction force f of the rear wheels 32 of the second group of landing gears 30 are balanced in the horizontal direction, so that the aircraft 100 does not produce horizontal displacement in the stage of turning from the parking attitude to the vertical attitude. Thereafter, the pulling forces generated by the first power unit 13 and the second power unit 14 gradually increase, and the aircraft 100 leaves the ground.

[0062] It can be understood that, if the aircraft needs to hover, at this time, the first power unit 13 generates the pulling force Fx1, and the second power unit 14 generates the pulling force Fx2, to offset the gravity of the aircraft 100; the control surface of the first wing 11 is deflected to generate the control force Fz1, and the control surface of the second wing 12 is deflected to generate the control force Fz2, and the control forces Fz1 and Fz2 provide the ability to resist the interference of the wind and the horizontal maneuvering.

[0063] The application also provides a landing method of the vertical take-off and landing aircraft 100, the method comprising: when the self-tilt vertical take-off and landing aircraft 100 lands, the locking mechanism 33 of the second group of landing gears 30 locks the wheels, until the front wheels 22 included in the first group of landing gears 20 contact the ground, and the locking mechanism 33 is unlocked.

[0064] It can be understood that, in the landing stage, the aircraft 100 approaches the ground in a vertical attitude, when the rear wheels 32 of the second group of landing gears 30 touch the ground, the pulling force Fx2 generated by the second power unit 14 becomes zero, the pulling force Fx1 of the first power unit 13 gradually decreases, dynamically, the pulling force Fx1 of the first power unit 13, the steering force Fz1 of the first wing 11 and the friction force f of the rear wheels 32 of the second group of landing gears 30 keep balance in the horizontal direction, so that the aircraft 100 does not produce horizontal displacement when it is converted from the vertical attitude to the parking attitude stage.

[0065] It is worth noting that the locking mechanism does not work when the aircraft uses autonomous power to slide on the ground, and the rear wheels 32 can rotate freely. At this time, it is not excluded that the taxiing take-off mode is used.

[0066] It can be understood that the above-mentioned locking mechanism can be a brake or other components capable of limiting the rotation of the rear wheels.

[0067] In the description of the above-mentioned embodiments, the specific features, structures, materials or characteristics can be combined in any one or more embodiments or examples in a suitable manner.

[0068] The above is only a specific embodiment of the present application, but the protection scope of the present application is not limited thereto, any person skilled in the art can easily think of changes or replacements within the technical range disclosed by the present application, which should be covered within the protection scope of the present application. Therefore, the protection scope of the present application should be subject to the protection scope of the claims.

Claims

1. A self-inclining vertical take-off and landing aircraft, characterized in that, The aircraft body, and a first set of landing gears and a second set of landing gears arranged on the aircraft body, the first set of landing gears and the second set of landing gears are distributed along the length direction of the aircraft; The height of the first set of landing gears is greater than the height of the second set of landing gears, the first set of landing gears and the second set of landing gears each include at least a buffer column and a wheel, the buffer column is arranged on the aircraft body, and the wheel is arranged on the end of the buffer column away from the aircraft body, and the second set of landing gears further includes a locking mechanism arranged on the wheel, the locking mechanism is used to limit the rotation of the wheel during take-off or landing, so as to avoid unnecessary sliding of the aircraft.

2. The self-righting vertical take-off and landing aircraft of claim 1, wherein, The length of the buffer column included in the first set of landing gears is greater than the length of the buffer column included in the second set of landing gears.

3. The self-righting vertical take-off and landing aircraft of claim 1, wherein, The first set of landing gears and / or the second set of landing gears further include a landing gear strut, one end of the landing gear strut is hinged to the aircraft body, and the other end of the landing gear strut away from the aircraft body is arranged on the wheel, and the other end of the landing gear strut away from the aircraft body is hinged to the other end of the buffer column away from the aircraft body.

4. The self-righting vertical take-off and landing aircraft of claim 3, wherein, When the first set of landing gears and / or the second set of landing gears each include a landing gear strut, the length of the landing gear strut included in the first set of landing gears is greater than the length of the landing gear strut included in the second set of landing gears.

5. The self-righting vertical take-off and landing aircraft of claim 1, wherein, When the number of landing gears included in the first set of landing gears is one, the number of landing gears included in the second set of landing gears is at least two.

6. The self-righting vertical take-off and landing aircraft of claim 1, wherein, When the number of landing gears included in the second set of landing gears is one, the number of landing gears included in the first set of landing gears is at least two.

7. The self-righting vertical take-off and landing aircraft of claim 1, wherein, The aircraft body has a fuselage and a first set of wings and a second set of wings arranged on the fuselage, the first set of wings and the second set of wings are arranged at intervals along the length direction of the aircraft body; the aircraft further includes: A first power unit arranged on the first wing for providing pulling force for the aircraft; A second power unit arranged on the second wing for providing pulling force for the aircraft.

8. A method of taking off from a self-tilting vertical take-off and landing aircraft, characterized in that, The method is applied to the self-tilt vertical take-off and landing aircraft of any one of claims 1-7, and the method includes: When the self-tilt vertical take-off and landing aircraft takes off, the locking mechanism included in the second set of landing gears locks the rotation of the wheels of the second set of landing gears until the self-tilt vertical take-off and landing aircraft is turned from a parking attitude to a vertical attitude and the wheels of the second set of landing gears smoothly leave the ground, and the locking mechanism is unlocked.

9. A method of landing a self-tilting vertical take-off and landing aircraft, characterized by, The method is applied to the self-tilt vertical take-off and landing aircraft of any one of claims 1-7, and the method includes: When the self-tilt vertical take-off and landing aircraft lands, the locking mechanism of the second set of landing gears locks the wheels until the wheels included in the first set of landing gears contact the ground, and the locking mechanism is unlocked.

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