Variable structure multi-duct vertical take-off and landing aircraft and control method thereof

Abstract

The application discloses a variable-structure multi-duct vertical take-off and landing aircraft and a control method thereof. The aircraft comprises a fuselage, wings fixed on both sides of the fuselage, and a V-shaped tail wing fixed at the tail of the fuselage. The wings comprise fixed wings connected with the fuselage and rotatable wings connected with the fixed wings. At least one ducted propeller thrust unit is arranged on the rotatable wings. During the rotation of the rotatable wings around the fixed wings, the rotatable wings have a first position for keeping the aircraft in a horizontal flight mode, a second position for keeping the aircraft in a vertical take-off and landing flight mode, and an intermediate transition position for a transition flight mode. The root of the V-shaped tail wing is rotatably connected to the tail of the fuselage. The rotatable wings and the V-shaped tail wing are connected through a synchronous motion mechanism, and the opening angle of the V-shaped tail wing is synchronously adjusted during the rotation of the rotatable wings around the fixed wings. The application can realize vertical take-off and landing and cruising in a fixed-wing mode, and can switch the flight mode during flight.

Description

Technical Field

[0001] This invention belongs to the field of vertical take-off and landing unmanned aerial vehicle (UAV) technology, and in particular relates to a variable structure multi-duct vertical take-off and landing aircraft and its control method. Background Technology

[0002] In existing aircraft technology, fixed-wing aircraft cannot achieve short takeoff / vertical landing (STOVL), while multi-rotor aircraft suffer from drawbacks such as slow speed, short endurance, and small payload capacity. To overcome the limitations of fixed-wing and multi-rotor aircraft, vertical takeoff and landing (VTOL) aircraft have become a new development trend in the aviation field.

[0003] Conventional hybrid vertical takeoff and landing (VTOL) aircraft require two separate power systems: one for vertical takeoff and landing (VTOL) and the other for horizontal thrust. For example, Chinese patent document CN 116495213 A discloses a variable-pitch direct-drive hybrid power hybrid-wing VTOL unmanned aerial vehicle (UAV). Chinese patent document CN 113525679 A discloses the structure and operating method of an electric VTOL aircraft. However, having two power systems results in a lower payload capacity, and the exposed blades cause significant drag in fixed-wing flight. Tail-seat VTOL aircraft have only one power system, requiring a complex control system to achieve the transition between VTOL and horizontal thrust. Traditional tilt-type VTOL aircraft, due to their mass distribution, generate a large moment of inertia, making them difficult to maneuver in short takeoff and landing (STOVL) or VTOL operations.

[0004] To improve the endurance of vertical takeoff and landing (VTOL) aircraft, a common practice is to equip them with lifting components—wings. Wings provide additional lift, reducing the lift and power required during level flight propulsion, thereby lowering energy consumption and extending endurance. However, adding wings also brings some problems. First, a larger wing area increases the aircraft's drag during VTOL, leading to increased energy consumption. This is because the wing generates additional drag during VTOL, requiring more thrust to overcome. This negatively impacts the aircraft's efficiency. Furthermore, a larger wing area makes the aircraft more susceptible to vertical gusts and turbulent airflow. This can lead to decreased stability and control performance, increasing operational difficulty and flight risk.

[0005] Existing vertical takeoff and landing (VTOL) aircraft also suffer from common drawbacks, such as requiring significant storage space when stationary and ample clearance during ground transport. To address these issues, various countries have proposed several wing folding and tilting mechanisms, with Bell's V-22 being the most well-known.

[0006] However, these mechanisms are typically designed for ground storage or transport and cannot operate during flight, such as the vertical takeoff and landing (VTOL) phase. Therefore, improvements are necessary for VTOL aircraft to provide effective forward flight and VTOL performance. Flight control methods also need to be improved to enable smooth transitions between different flight modes. Summary of the Invention

[0007] This invention provides a variable structure multi-duct vertical take-off and landing aircraft and its control method, which can take off and land vertically as well as cruise in a fixed-wing mode, and can switch flight modes during flight. Its unique design greatly improves overall efficiency and safety.

[0008] A variable structure multi-duct vertical takeoff and landing aircraft includes a fuselage, wings fixed to both sides of the fuselage, and a V-tail fixed to the rear of the fuselage.

[0009] The wing includes a fixed wing connected to the fuselage and a rotatable wing connected to the fixed wing; each of the rotatable wings is provided with at least one ducted propeller thrust unit.

[0010] During the rotation of the rotatable wing around the fixed wing, it has a first position that keeps the aircraft in a horizontal flight mode, a second position that keeps the aircraft in a vertical take-off and landing flight mode, and an intermediate transition position for the transition flight mode.

[0011] The root of the V-tail is rotatably connected to the tail of the fuselage; the rotatable wing and the V-tail are connected by a synchronous motion mechanism, which synchronously adjusts the deployment angle of the V-tail during rotation around the fixed wing.

[0012] In this invention, the rotatable wing can rotate relative to the fuselage around a designated rotation axis Y, and the V-tail rotates synchronously with the wing. Combined with control methods, this allows for a stable and smooth transition between vertical hovering and high-speed forward flight.

[0013] Furthermore, the fixed wing and the rotatable wing are connected by a pivot joint, which includes a first joint on the fixed wing and a second joint on the rotatable wing. The contact surfaces between the first joint and the second joint are mutually matching inclined surfaces and are connected by a connecting shaft. The rotatable wing is controlled to rotate around the fixed wing by driving the connecting shaft with a motor, and the direction of the connecting shaft remains unchanged during the rotation.

[0014] Furthermore, the pivot joint is located at a distance of 1 / 5 to 1 / 3 of the chord length from the leading edge of the wing.

[0015] Furthermore, when the rotatable wing is in the first position, the rotatable wing is located on the extension lines of both ends of the fixed wing. At this time, the lift direction of the rotatable wing is consistent with that of the fixed wing, and both are parallel to the longitudinal axis Z of the fuselage. The longitudinal axis Z of the fuselage refers to an axis perpendicular to the horizontal ground on its plane of symmetry when the aircraft is flying horizontally.

[0016] When the rotatable wing is in the second position, the lift direction of the rotatable wing is perpendicular to the lift direction of the fixed wing and the longitudinal axis Z of the fuselage.

[0017] Furthermore, when the wing shaft of the rotatable wing is in the second position, at least one ducted propeller thrust unit is configured to provide vertical lift.

[0018] Furthermore, the synchronous motion mechanism includes a V-shaped tail wing synchronous folding gear, a speed regulating synchronous gear, a reversing bevel gear, a motor drive gear, and a connecting rod control rack connected in sequence; wherein, the V-shaped tail wing synchronous folding gear consists of two meshing gears, which are fixed to the V-shaped tail wing via the V-shaped tail wing rotation shaft, and are used to adjust the deployment angle of the V-shaped tail wing; one end of the connecting rod control rack is connected to the rotatable wing via the wing control connecting rod.

[0019] A control method for a variable-structure multi-duct vertical takeoff and landing (VTOL) aircraft includes three modal controllers and a redundancy control allocation algorithm. The three modal controllers automatically switch according to the position of the rotatable wing to achieve precise control of the aircraft, as detailed below:

[0020] Vertical Take-off and Landing Flight Mode Controller: Attitude control is achieved by directly adjusting the motor speed of each ducted propeller thrust unit, thereby realizing motion control of the aircraft. Specifically, the desired three-axis torque and total thrust are calculated from the desired attitude, and then the speed of different motors is solved using the control allocation matrix to achieve attitude adjustment.

[0021] Horizontal flight mode controller: The attitude control of the aircraft is achieved by manipulating the ailerons on the wings and the control surfaces on the V-tail, thereby achieving motion control of the aircraft. Specifically, the yaw and pitch motion of the aircraft is achieved by controlling the control surfaces on the V-tail, the roll motion of the aircraft is controlled by the ailerons, and the thrust of the aircraft is adjusted by adjusting the rotation speed of the two outermost ducted propeller power units.

[0022] Transitional Flight Mode Controller: A conservative transitional control method is adopted. When switching from vertical takeoff and landing (VTOL) flight mode to horizontal flight mode, the aircraft first flies forward at high speed in VTOL mode. When the speed reaches 0.5 to 0.8 times the horizontal cruise speed, the rotatable wing is driven to perform structural transformation until the mode switch is completed. When switching from horizontal flight mode to VTOL flight mode, the horizontally flying aircraft is first gradually decelerated. When the speed reaches 0.5 to 0.8 times the horizontal cruise speed, the rotatable wing is driven to perform structural transformation until the mode switch is completed.

[0023] Redundancy control allocation algorithm: The normalized rotation angle of the rotatable wing is processed using trigonometric functions to establish a unified multimodal control allocation matrix for the aircraft.

[0024] The specific form is as follows:

[0025]

[0026] In the formula, Let n be the desired triaxial torque and total thrust of the aircraft; n be the propeller speed of each ducted propeller power unit; δ be the thrust of the aircraft. a For aileron control surface deflection; δ e For elevator surface deflection angle; δ r B is the rudder surface deflection angle; B is the control assignment matrix.

[0027]

[0028]

[0029] η is the transient process descriptor; θ ω This represents the current rotation angle of the rotatable wing; k represents the total rotation angle of the rotatable wing. ω d is the overall thrust coefficient of the ducted propeller power unit; ω M represents the overall torque coefficient of the ducted propeller power unit. a M e M r l1 is the aerodynamic torque generated by the control surface deflection angle; l2 is half the distance between two adjacent motors on the same rotatable wing in the vertical takeoff and landing flight mode; l3 is half the distance between two adjacent motors on two rotatable wings in the vertical takeoff and landing flight mode.

[0030] The distribution of the V-tail relative to the traditional elevator and rudder is as follows:

[0031]

[0032] δ left The deflection angle of the left control surface of the V-tail fin; δ rightThe deflection angle of the right rudder surface of the V-tail fin.

[0033] Compared with the prior art, the present invention has the following beneficial effects:

[0034] 1. Smaller footprint – It can land autonomously without additional ground support equipment, and its landing area is only 1 / 3 or less of other aircraft with similar wingspans.

[0035] 2. Longer range / endurance – Due to the influence of the ducted propeller wake, the wing can generate higher lift, thereby improving the aircraft's actual lift-to-drag ratio. A higher lift-to-drag ratio allows the aircraft to provide higher propulsion efficiency and endurance, and the ducted propeller configuration provides more than 50% more thrust than the single propeller configuration.

[0036] 3. Larger payload – Its vertical takeoff and cruise power are combined into one, allowing more load capacity to be used for the payload. Furthermore, because the duct reduces the induced drag at the blade tip, the ducted propeller thrust unit has higher thrust and efficiency compared to a propeller with the same disk diameter but without a duct.

[0037] 4. Enhanced safety – The ducted propeller thrust unit, with its propeller installed inside the duct, makes takeoff and landing safer for operators.

[0038] 5. Greater flexibility – The coordinated folding design of the wings and tail makes the aircraft less susceptible to vertical gusts and turbulent air during takeoff, landing and hovering.

[0039] 6. More reliable control system - The multi-modal controller can switch between different control modes according to different flight phases, improving the performance and efficiency of the aircraft.

[0040] In summary, the variable structure multi-duct vertical take-off and landing aircraft and its control method provided by this invention can both take off and land vertically and cruise in a fixed-wing manner, and the overall efficiency and safety are greatly improved. It solves the technical problems of complex control systems, high flight drag and weak payload capacity of existing vertical take-off and landing UAVs. Attached Figure Description

[0041] Figure 1 This is a schematic diagram of the three flight modes of the aircraft of the present invention;

[0042] Figure 2 This is an overall structural diagram of the transition flight mode of the aircraft of the present invention;

[0043] Figure 3 This is a schematic diagram of the rotatable wing in this invention;

[0044] Figure 4This is a schematic diagram of the pivot joints at different positions during the rotation of the rotatable wing around the fixed wing in this invention;

[0045] Figure 5 This is a schematic diagram of the synchronous motion mechanism in this invention;

[0046] Figure 6 This is a schematic diagram of the installation of the synchronous motion mechanism in this invention;

[0047] Figure 7 This is a schematic diagram of the operation of the ducted propeller power unit of the aircraft of the present invention in horizontal flight mode and vertical take-off and landing flight mode. Detailed Implementation

[0048] The present invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be noted that the embodiments described below are intended to facilitate the understanding of the present invention and do not constitute any limitation thereof.

[0049] like Figure 2 As shown, a variable structure multi-duct vertical takeoff and landing aircraft includes a fuselage 1, wings fixed to both sides of the fuselage, and a V-tail 5 fixed to the tail of the fuselage.

[0050] The wing includes a fixed wing connected to the fuselage and a rotatable wing 2 connected to the fixed wing via a pivot joint 4; each rotatable wing 2 is equipped with two ducted propeller thrust units 3. The V-tail 5 can rotate around its root and is connected to the tail of the fuselage via a pivot shaft; the rotatable wing 2 and the V-tail 5 are connected by a synchronous motion mechanism 6, which synchronously adjusts the deployment angle of the V-tail 5 during rotation around the fixed wing.

[0051] Figure 2 In this context, the longitudinal axis Z of the fuselage refers to an axis perpendicular to the horizontal ground on its plane of symmetry when the aircraft is flying horizontally. Y... A and Y B This refers to the rotation axis of pivot joint 4.

[0052] like Figure 1 As shown, the aircraft of this invention has three flight modes. During the rotation of the rotatable wing 2 around the fixed wing, it has a mode that keeps the aircraft in a horizontal flight state. Figure 1 The first position (as shown in Figure A) allows the aircraft to maintain a vertical takeoff and landing flight mode. Figure 1 The second position (as shown in C), and the transition flight mode ( Figure 1 The transition position is shown in Figure B. In the first position, the wing axis of the rotatable wing 2 is perpendicular to the longitudinal axis of the fuselage; in the second position, the wing axis of the rotatable wing 2 is parallel to the longitudinal axis of the fuselage.

[0053] like Figure 3 and Figure 6 As shown, the rotatable wing 2 includes flaps 201 and ailerons 202, and the ducted propeller thrust unit 3 includes a duct 301, a power battery 302, a propeller 303, and a brushless motor 304.

[0054] like Figure 4 As shown, the fixed wing and the rotatable wing 2 are connected by a pivot joint 4. The pivot joint 4 includes a first joint 401 disposed on the fixed wing and a second joint 402 disposed on the rotatable wing 2. One end of the first joint 401 is connected to the fuselage. The contact surfaces between the first joint 401 and the second joint 402 are mutually matching inclined surfaces and are connected by a connecting shaft 403. The axial direction of the connecting shaft 403 corresponds to... Figure 2 The axis of rotation Y in A The rotating wing 2 is controlled by the motor-driven connecting shaft 403 to rotate around the fixed wing, and the direction of the connecting shaft 403 remains unchanged during the rotation. The contact planes of the first connector 401 and the second connector 402 form a 55° angle with their respective axes, and the pivot connector Y... A The shaft is installed by rotating it 45° from the horizontal direction.

[0055] Figure 4 In the diagram, (a) represents the vertical takeoff and landing flight mode, (b) represents the transition flight mode, and (c) represents the horizontal flight mode.

[0056] (a): The pivot joint when the aircraft body wing is in the first position, at which time the first joint 401 is along the axis Y A The clockwise rotation angle is 0°.

[0057] (b): The pivot joint when the aircraft body wing is in the transition position, at which time the first joint 401 is along the Y axis. A The clockwise rotation angle is 0 to 120°.

[0058] (c): The pivot joint when the aircraft body wing is in the second position, at which time the first joint 401 is along axis Y. A The clockwise rotation angle is 120°.

[0059] In this embodiment of the invention, the pivot joint 4 is located at 1 / 4 chord length from the leading edge of the wing.

[0060] like Figure 5 and Figure 6As shown, the synchronous motion mechanism 6 includes a V-tail wing synchronous folding gear 603, a speed regulating synchronous gear 604, a reversing bevel gear 605, a motor drive gear 606, and a connecting rod control rack 607 connected in sequence. The V-tail wing synchronous folding gear 603 consists of two meshing gears, which are fixed to the V-tail wing 5 via the V-tail wing rotation shaft 502. This gear is used to adjust the deployment angle of the V-tail wing 5. The V-tail wing 5 is also equipped with a V-tail control surface 501. One end of the connecting rod control rack 607 and the rotatable wing 2 are both equipped with universal joints 601, and the two universal joints 601 are connected via the wing control connecting rod 602.

[0061] like Figure 7 The diagram shows the operation of the ducted propeller power unit of the aircraft in horizontal and vertical flight modes. In horizontal flight mode, ducted propeller power units S2 and S3 are turned off.

[0062] In this embodiment, the control method for the variable structure multi-duct vertical take-off and landing aircraft includes three modal controllers and a redundancy control allocation algorithm. The three modal controllers automatically switch according to the position of the rotatable wing to achieve precise control of the aircraft body.

[0063] The three types of mode controllers are horizontal flight mode controller, vertical takeoff and landing flight mode controller, and transitional flight mode controller.

[0064] Vertical Take-Off and Landing Flight Mode Controller: Attitude control is achieved by directly adjusting the motor speeds of each power unit, thereby realizing motion control of the aircraft. Specifically, the desired three-axis torques and total thrust are calculated from the desired attitude, and then the speeds of different motors are solved using the control allocation matrix to achieve attitude adjustment.

[0065] Horizontal flight mode controller: This controller achieves attitude control of the aircraft and thus motion control by manipulating the ailerons on the wings and the control surfaces on the V-tail. Specifically, the V-tail control surfaces control the yaw and pitch motion of the aircraft, the ailerons control the roll motion, and the rotational speed of the two outermost ducted propeller units is adjusted to control the thrust of the aircraft.

[0066] Transitional Flight Mode Controller: A conservative transitional control method is adopted. When switching from vertical takeoff and landing (VTOL) flight mode to horizontal flight mode, the aircraft first flies forward at high speed in VTOL mode. When the speed reaches 0.5 to 0.8 times the horizontal cruise speed, the rotatable wing is driven to perform structural transformation until the mode switch is completed. When switching from horizontal flight mode to VTOL flight mode, the horizontally flying aircraft is gradually decelerated. When the speed reaches 0.5 to 0.8 times the horizontal cruise speed, the rotatable wing is driven to perform structural transformation until the mode switch is completed.

[0067] Redundancy control allocation algorithm: The normalized rotation angle of the rotatable wing is processed using trigonometric functions to establish a unified multimodal control allocation matrix for the aircraft.

[0068] The specific form is as follows:

[0069]

[0070] In the formula, Let n be the desired triaxial torque and total thrust of the aircraft; n be the propeller speed of each ducted propeller power unit; δ be the thrust of the aircraft. a For aileron control surface deflection; δ e For elevator surface deflection angle; δ r B is the rudder surface deflection angle; B is the control assignment matrix.

[0071]

[0072]

[0073] η is the transient process descriptor; θ ω This represents the current rotation angle of the rotatable wing; k represents the total rotation angle of the rotatable wing. ω d is the overall thrust coefficient of the ducted propeller power unit; ω M represents the overall torque coefficient of the ducted propeller power unit. a M e M r l1 is the aerodynamic torque generated by the control surface deflection angle; l2 is half the distance between the two motors S1 and S2 in the vertical takeoff and landing flight mode; l3 is half the distance between the two motors S2 and S3 in the vertical takeoff and landing flight mode.

[0074] The distribution of the V-tail relative to the traditional elevator and rudder is as follows:

[0075]

[0076] δ left The deflection angle of the left control surface of the V-tail fin; δ right The deflection angle of the right rudder surface of the V-tail fin.

[0077] The embodiments described above provide a detailed explanation of the technical solutions and beneficial effects of the present invention. It should be understood that the above descriptions are merely specific embodiments of the present invention and are not intended to limit the present invention. Any modifications, additions, and equivalent substitutions made within the scope of the principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A variable-structure multi-duct vertical takeoff and landing aircraft, characterized in that, It includes the fuselage, wings fixed to both sides of the fuselage, and a V-tail fixed to the rear of the fuselage; The wing includes a fixed wing connected to the fuselage and a rotatable wing connected to the fixed wing; each of the rotatable wings is provided with at least one ducted propeller thrust unit. During the rotation of the rotatable wing around the fixed wing, it has a first position that keeps the aircraft in a horizontal flight mode, a second position that keeps the aircraft in a vertical take-off and landing flight mode, and an intermediate transition position for the transition flight mode. The root of the V-tail is rotatably connected to the tail of the fuselage; the rotatable wing and the V-tail are connected by a synchronous motion mechanism, which synchronously adjusts the deployment angle of the V-tail during rotation around the fixed wing.

2. The variable structure multi-duct vertical takeoff and landing aircraft according to claim 1, characterized in that, The fixed wing and the rotatable wing are connected by a pivot joint, which includes a first joint on the fixed wing and a second joint on the rotatable wing. The contact surfaces between the first joint and the second joint are matching inclined surfaces and are connected by a connecting shaft. The rotatable wing is controlled to rotate around the fixed wing by a motor driven by the connecting shaft, and the direction of the connecting shaft remains unchanged during the rotation.

3. The variable structure multi-duct vertical takeoff and landing aircraft according to claim 2, characterized in that, The pivot joint is located at a distance of 1 / 5 to 1 / 3 of the chord length from the leading edge of the wing.

4. The variable structure multi-duct vertical takeoff and landing aircraft according to claim 1, characterized in that, When the rotatable wing is in the first position, it is located on the extension lines of both ends of the fixed wing. At this time, the lift direction of the rotatable wing is the same as that of the fixed wing, and both are parallel to the longitudinal axis Z of the fuselage. The longitudinal axis Z of the fuselage refers to an axis perpendicular to the horizontal ground on the plane of symmetry of the aircraft when it is flying horizontally. When the rotatable wing is in the second position, the lift direction of the rotatable wing is perpendicular to the lift direction of the fixed wing and the longitudinal axis Z of the fuselage.

5. The variable structure multi-duct vertical takeoff and landing aircraft according to claim 1, characterized in that, When the wing shaft of the rotatable wing is in the second position, at least one ducted propeller thrust unit is configured to provide vertical lift.

6. The variable structure multi-duct vertical takeoff and landing aircraft according to claim 1, characterized in that, The synchronous motion mechanism includes a V-shaped tail wing synchronous folding gear, a speed regulating synchronous gear, a reversing bevel gear, a motor drive gear, and a connecting rod control rack connected in sequence; wherein, the V-shaped tail wing synchronous folding gear consists of two meshing gears, which are fixed to the V-shaped tail wing via the V-shaped tail wing rotation shaft, and are used to adjust the deployment angle of the V-shaped tail wing; one end of the connecting rod control rack is connected to the rotatable wing via the wing control connecting rod.

7. The control method for a variable structure multi-duct vertical takeoff and landing aircraft according to any one of claims 1 to 6, characterized in that, It includes three modal controllers and a redundancy control allocation algorithm; the three modal controllers automatically switch according to the position of the rotatable wing to achieve precise control of the aircraft, as detailed below: Vertical Take-off and Landing Flight Mode Controller: Attitude control is achieved by directly adjusting the motor speed of each ducted propeller thrust unit, thereby realizing motion control of the aircraft. Specifically, the desired three-axis torque and total thrust are calculated from the desired attitude, and then the speed of different motors is solved using the control allocation matrix to achieve attitude adjustment. Horizontal flight mode controller: The attitude control of the aircraft is achieved by manipulating the ailerons on the wings and the control surfaces on the V-tail, thereby achieving motion control of the aircraft. Specifically, the yaw and pitch motion of the aircraft is achieved by controlling the control surfaces on the V-tail, the roll motion of the aircraft is controlled by the ailerons, and the thrust of the aircraft is adjusted by adjusting the rotation speed of the two outermost ducted propeller power units. Transitional Flight Mode Controller: A conservative transitional control method is adopted. When switching from vertical takeoff and landing (VTOL) flight mode to horizontal flight mode, the aircraft first flies forward at high speed in VTOL mode. When the speed reaches 0.5 to 0.8 times the horizontal cruise speed, the rotatable wing is driven to perform structural transformation until the mode switch is completed. When switching from horizontal flight mode to VTOL flight mode, the horizontally flying aircraft is first gradually decelerated. When the speed reaches 0.5 to 0.8 times the horizontal cruise speed, the rotatable wing is driven to perform structural transformation until the mode switch is completed. Redundancy control allocation algorithm: The normalized rotation angle of the rotatable wing is processed using trigonometric functions to establish a unified multimodal control allocation matrix for the aircraft.

8. The control method for a variable structure multi-duct vertical takeoff and landing aircraft according to claim 7, characterized in that, The specific form of the established multimodal control allocation matrix is ​​as follows: In the formula, Let n be the desired triaxial torque and total thrust of the aircraft; n be the propeller speed of each ducted propeller power unit; δ be the thrust of the aircraft. a For aileron control surface deflection; δ e For elevator surface deflection angle; δ r B is the rudder surface deflection angle; B is the control assignment matrix. η is the transient process descriptor; θ ω This represents the current rotation angle of the rotatable wing; k represents the total rotation angle of the rotatable wing. ω d is the overall thrust coefficient of the ducted propeller power unit; ω M represents the overall torque coefficient of the ducted propeller power unit. a M e M r l1 is the aerodynamic torque generated by the control surface deflection angle; l2 is half the distance between two adjacent motors on the same rotatable wing in the vertical takeoff and landing flight mode; l3 is half the distance between two adjacent motors on two rotatable wings in the vertical takeoff and landing flight mode. The distribution of the V-tail relative to the traditional elevator and rudder is as follows: δ left The deflection angle of the left control surface of the V-tail fin; δ right The deflection angle of the right rudder surface of the V-tail fin.

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