A vertical take-off and landing fixed wing aircraft

Abstract

This invention discloses a vertical takeoff and landing (VTOL) fixed-wing aircraft. The aircraft includes a fuselage, tail, wings, a compound rotor fixedly mounted on the lower midsection of the corresponding wing section, a tilt rotor, a skid-type landing gear, a ventral fin, and a quick-release structure. The fuselage adopts a lifting body design, improving the overall lift-drag characteristics while providing a large internal space. The tilt mechanism includes a fixed base, a yaw vector servo, a tilt servo base, a linkage, a tilt servo, a tilt motor base that swings up and down around the tilt servo axis, a motor II, and a brake. This invention offers a large payload capacity, good endurance, good portability and convenience, low cost, and a relatively small overall size. The VTOL propulsion system has high efficiency under various operating conditions, and its relatively small overall size overcomes the difficulty of balancing size and performance in traditional VTOL fixed-wing aircraft while ensuring a large payload capacity and cruise efficiency.

Description

Technical Field

[0001] This invention relates to the field of aircraft, and in particular to a vertical takeoff and landing fixed-wing aircraft. Background Technology

[0002] In recent years, with the advancement of control technology and aviation design and manufacturing technology, vertical take-off and landing fixed-wing technology has made great strides and has been widely applied. Its long endurance and vertical take-off and landing capabilities have made it the most favored and promising type of aircraft.

[0003] Numerous practical applications have exposed many problems with existing vertical takeoff and landing (VTOL) technology, continuously driving and guiding the iterative development of this type of aircraft. Surveys of existing VTOL fixed-wing users reveal a general demand for VTOL fixed-wing aircraft with greater portability, higher payload capacity, larger payload space, lower cost, and longer range. However, size and performance requirements are often difficult to reconcile, leading to common problems in current VTOL fixed-wing aircraft on the market: models with sufficient payload space or good range are generally too large, resulting in poor portability and ease of use, as well as higher costs; while models with smaller overall size, higher portability, and slightly lower cost have insufficient payload space and poor range, making them unsuitable for some mission requirements. Furthermore, existing VTOL aircraft generally fail to effectively balance efficiency in both vertical and horizontal operating conditions. Summary of the Invention

[0004] In view of the shortcomings of the prior art described above, the purpose of this invention is to provide a vertical takeoff and landing fixed-wing aircraft that can achieve a large payload capacity and high cruise aerodynamic efficiency with a relatively smaller size, and improve the working efficiency of the vertical takeoff and landing power system under different operating conditions.

[0005] A vertical takeoff and landing fixed-wing aircraft includes a fuselage, a tail fin mounted on the fuselage, and two sets of wings; The aircraft also includes: A compound rotor, which is fixedly mounted on the lower part of the corresponding wing midsection; and The tilting rotor installed at the tail of the fuselage includes a tilting mechanism and thrust blades mounted on the tilting mechanism; The tilting mechanism has two degrees of freedom: one is to tilt 90° forward and backward around the horizontal axis, and the other is to deflect 20° left and right around the vertical axis.

[0006] The aforementioned aircraft possesses advantages that users generally require, such as greater portability, higher payload capacity, larger payload space, lower cost, and longer range, while overcoming many problems inherent in vertical take-off and landing technology, such as heavy dead weight, low power efficiency, small payload space, and non-compact structure.

[0007] In one embodiment, the fuselage is a lifting body design, which adopts an unloading airfoil, a thick double-convex airfoil, and a large-camber unloading airfoil from the inside out; the wing adopts a high aspect ratio wing.

[0008] Furthermore, the fuselage is formed by the smooth fusion of the rear-unloading airfoil, the thick double-convex airfoil, and the large-camber rear-loading airfoil from the inside out.

[0009] In one embodiment, the compound rotor includes a motor I fixedly mounted on the middle of the wing via a base, and a lift blade fixedly mounted on the output end of the motor I; the lift blade is located below the corresponding wing.

[0010] In one embodiment, the tilting mechanism includes a fixed base and a yaw vector servo fixedly mounted at the tail of the fuselage, a tilting servo base located below the fixed base, a connecting rod for connecting the yaw vector servo and the tilting servo base, a tilting servo mounted in the tilting servo base, a tilting motor base that swings up and down around the tilting servo axis, a motor II fixedly mounted on the tilting motor base, and a brake fixedly mounted at the rear of the fixed base.

[0011] In one embodiment, the yaw vector servo is located above the fixed base, and a rocker arm is fixedly connected to the output end of the yaw vector servo; the upper end of the connecting rod is fixed to the rocker arm via a rotating shaft, and the lower end of the connecting rod is fixed to the tilt servo base via a rotating shaft.

[0012] Furthermore, the tilt servo has a dual-output shaft structure, with a controllable tilt servo disk on the left and a tilt shaft concentric with the servo disk on the right; the tilt motor mount is connected to the tilt servo disk on the left by servo disk bolts, and mounted on the tilt shaft on the right by bearings.

[0013] Furthermore, the thrust blade is fixedly installed at the output end of motor II; the brake is positioned close to the thrust blade; wherein, when the brake contacts the tilt motor base, the tilt motor base is locked in a horizontal position.

[0014] In one embodiment, the aircraft further includes a skid landing gear and a ventral fin mounted on the fuselage; the ventral fin is located on the fuselage near the tail, and the skid landing gear is located on the fuselage near the wing.

[0015] Furthermore, the aircraft also includes a quick-release structure, which consists of a wing quick-release assembly and a tail quick-release assembly; the wing quick-release assembly includes a carbon fiber tube I fixedly installed on the fuselage facing the wing, an elastic clip I, and a quick-release electrical plug; the tail quick-release assembly includes a carbon fiber tube II fixedly installed on the tail facing the fuselage, and an elastic clip II fixedly installed on the fuselage facing the tail.

[0016] Compared with the prior art, the beneficial effects of the present invention are: The aircraft of this invention comprises a lifting body fuselage and a high aspect ratio airfoil, forming a highly efficient blended wing-body aerodynamic layout. It boasts advantages such as ample payload space, good endurance, portability and convenience, low cost, and relatively small overall size, achieving high cruise aerodynamic efficiency while ensuring a large payload space. Furthermore, its vertical takeoff and landing (VTOL) propulsion system exhibits high efficiency under various operating conditions, overcoming the difficulty of balancing size and performance inherent in traditional VTOL fixed-wing aircraft.

[0017] The aircraft of this invention has a compound rotor that can be fully optimized for hovering without needing to consider level cruise, thereby improving hovering power efficiency. The tail rotor, on the other hand, does not need much optimization for hovering and can focus on cruise optimization, thus maintaining high efficiency when tilting to level cruise. This solves the energy waste caused by excess power in the level cruise phase of traditional vertical take-off and landing fixed-wing aircraft, and also reduces the number of tilting mechanisms, thereby reducing dead weight.

[0018] The tilt mechanism of this invention has a self-locking function. Even if the tilt servo fails, the tilt mechanism can still be locked in the horizontal cruise position. At this time, the aircraft can still fly and take off and land in horizontal cruise mode, increasing the aircraft's safety handling space in the event of an emergency. Attached Figure Description

[0019] Figure 1 The diagram shown is a structural schematic of a vertical takeoff and landing fixed-wing aircraft provided by the present invention.

[0020] Figure 2 As shown Figure 1 Exploded view.

[0021] Figure 3 The diagram shown is a schematic representation of the aerodynamic layout of a vertical takeoff and landing fixed-wing aircraft provided by the present invention.

[0022] Figure 4 As shown Figure 1 A structural diagram of the tail section.

[0023] Figure 5 As shown Figure 4 A schematic diagram of the tilting mechanism.

[0024] Figure 6The diagram shown illustrates a vertical takeoff and landing fixed-wing aircraft of the present invention in a horizontal cruise state.

[0025] Figure 7 The diagram shown illustrates a vertical takeoff and landing fixed-wing aircraft provided by the present invention in a vertical hovering state.

[0026] Figure 8 The diagram shown illustrates a vertical takeoff and landing fixed-wing aircraft of the present invention in a tilted state.

[0027] 1. Fuselage; 2. Wing; 3. Tail; 4. Motor I; 5. Lift blade; 6. Thrust blade; 7. Mount; 8. Tilting servo mount; 9. Tilting servo; 10. Tilting motor mount; 11. Motor II; 12. Linkage; 13. Yaw vectoring servo; 14. Brake; 15. Skid landing gear; 16. Ventral fin; 17. Wing quick-release assembly; 18. Tail quick-release assembly.

[0028] The above description of the main component symbols, together with the accompanying drawings and specific embodiments, provides a more detailed explanation of the present invention. Detailed Implementation

[0029] The present invention will now be described in detail with reference to the accompanying drawings.

[0030] Please see Figure 1-8 This embodiment provides a vertical takeoff and landing fixed-wing aircraft, which includes a fuselage 1, a tail fin 3 mounted on the fuselage 1 and two sets of wings 2, a compound rotor fixedly mounted on the corresponding wings 2, a tiltrotor mounted at the tail of the fuselage 1, a skid-type landing gear 15 and a ventral fin 16 mounted on the fuselage 1, and a quick-release structure.

[0031] The fuselage 1, from the inside out, adopts an after-unloading airfoil, a thick double-convex airfoil, and a high-camber after-loading airfoil, respectively. It should be noted that the innermost section of the fuselage 1 is the after-unloading airfoil. The after-unloading airfoil, the thick double-convex airfoil, and the high-camber after-loading airfoil are smoothly integrated from the inside out to form the fuselage 1. The chord length of the fuselage 1 gradually decreases from the inside out, while the lift coefficient of the airfoils used gradually increases. This makes the lift distribution of the entire aircraft more uniform and smooth, thereby reducing induced drag. The smooth transition between the shape of the fuselage 1 and the wing 2 reduces interference drag. The after-unloading section at the tail of the fuselage 1 creates a high-pressure zone on the upper surface of the tail of the fuselage 1, providing a certain trim moment and making the negative lift distribution of the two tail wings 3 also blend and connect evenly and smoothly, reducing the induced drag of the tail wings 3. The thick double-convex airfoil in the middle section of the fuselage 1 also ensures a more regular and square internal space, enhancing the utilization of the internal space. In this embodiment, the rear side of the fuselage 1 near the wing 2 has a wing-like trailing edge with a small thickness, which gradually transitions into a rounded fuselage-like side. This reduces interference drag and expands the tail space, making it easier to install the tail tilting mechanism.

[0032] The wing 2 adopts a high aspect ratio wing, which has the advantages of high lift coefficient, small wing area, and high aspect ratio. This increases the load capacity of wing 2 while reducing its size, achieving higher cruise aerodynamic efficiency in a smaller form factor. In this embodiment, the tail wing 3 adopts a high aspect ratio ultra-thin V-tail with a thin, symmetrical airfoil, which greatly enhances tail wing 3 efficiency, reduces tail wing 3 drag, and improves trim efficiency. Simultaneously, the rounded root of tail wing 3 connects smoothly with the tail of fuselage 1, generating beneficial interference and reducing overall induced drag. This provides strong stability and maneuverability while enhancing overall cruise aerodynamic efficiency. Furthermore, the number of quick-release components is small, enhancing disassembly, assembly, and transport portability.

[0033] Based on the aforementioned wing surface design, the fuselage 1 of this embodiment possesses a special curve, which can suppress the upward airflow at the root of the wing 2 and reduce the induced drag of the wing 2. The upper surface of the wing 2 is rounded and smooth, while the rear of the lower surface has a large curvature. The front and middle parts of the airfoil are also thicker, which gives the aircraft wing of this embodiment a large laminar flow area on the upper surface, reducing frictional drag. A strong high-pressure area is formed at the rear of the lower surface, which can improve the lift coefficient. The greater thickness also helps to improve the load-bearing efficiency of the wing 2 and reduce the structural weight.

[0034] The ventral fin 16 is located on the fuselage 1 near the tail, and the skid landing gear 15 is located on the fuselage 1 near the wing. When the aircraft lands, the skid landing gear 15 and the ventral fin 16 form a four-point landing structure to ensure a smooth landing.

[0035] The quick-release structure consists of a wing quick-release assembly 17 and a tail quick-release assembly 18. The wing quick-release assembly 17 includes a carbon fiber tube I fixedly installed on the fuselage 1 facing the wing 2, a flexible clip I, and a quick-release electrical plug. The tail quick-release assembly 18 includes a carbon fiber tube II fixedly installed on the tail 3 facing the fuselage 1, and a flexible clip II fixedly installed on the fuselage 1 facing the tail 3.

[0036] The wing 2 is installed on the fuselage 1 based on the wing quick-release assembly 17. The assembly process of the wing 2 and the fuselage 1 is as follows: The wing 2 is inserted into the fuselage 1 through the carbon fiber tube I. While the wing 2 and the fuselage 1 are in contact and pressure is applied, the wing 2 is locked by the elastic buckle I with strong locking force, thereby effectively ensuring the reliability of the connection between the wing 2 and the fuselage 1. At the same time as the wing 2 is inserted into the fuselage 1, the quick-release electrical plug is also inserted to supply power to the equipment on the wing 2.

[0037] The tail wing 3 is installed on the fuselage 1 based on the tail wing quick-release assembly 18. The assembly process of the tail wing 3 and the fuselage 1 is as follows: The tail wing 3 is inserted into the fuselage 1 through the carbon fiber tube II. When the tail wing 3 is pushed in and inserted into the tail of the fuselage 1, the elastic buckle II will slide into the locking groove and automatically lock. When disassembling, use your finger to push down the locking lug. The elastic buckle II bends and disengages from the locking groove. Then pull the tail wing 3 outward.

[0038] The aircraft in this embodiment is easy to assemble and can be disassembled without tools. It is simple and reliable, and the quick disassembly capability of the whole machine is improved.

[0039] The compound rotor includes a motor I4 fixedly mounted on the lower part of the middle section of the wing 2 via a base, and a lift blade 5 fixedly mounted on the output end of the motor I4. The lift blade 5 is located below the corresponding wing 2.

[0040] This embodiment uses a large-diameter, small-height disc motor I4, matched with a large-diameter, small-pitch lift blade 5, as an example for illustration. The compound rotor of this embodiment is installed in the lower middle section of the wing 2. The installation compartment is short and there are no complex structures such as excessively long arms, folding mechanisms, or vectoring mechanisms, which greatly enhances portability and reliability.

[0041] The tilt rotor includes a tilting mechanism and thrust blades 6 mounted on the tilting mechanism. The tilting mechanism has two degrees of freedom, one of which is a 90° forward and backward tilt about the horizontal axis, and the other is a 20° left and right yaw about the vertical axis.

[0042] The tilting mechanism includes a fixed base 7 and a yaw vector servo 13 fixedly installed at the tail of the fuselage 1, a tilting servo base 8 located below the fixed base 7, a connecting rod 12 for connecting the yaw vector servo 13 and the tilting servo base 8, a tilting servo 9 installed in the tilting servo base 8, a tilting motor base 10 that swings up and down around the axis of the tilting servo 9, a motor II 11 fixedly installed on the tilting motor base 10, and a brake 14.

[0043] The yaw vector servo 13 is located above the fixed base 7, and a rocker arm is connected to the output end of the yaw vector servo 13. The upper end of the connecting rod 12 is fixed to the rocker arm via a rotating shaft, and the lower end of the connecting rod 12 is fixed to the tilt servo base 8 via a screw shaft. In this embodiment, the yaw vector servo 13 provides yaw vector control torque through the connecting rod 12. The specific yaw vector control process is as follows: when the rocker arm is driven by the yaw vector servo 13 to swing up and down, it drives the tilt servo base 8 to swing left and right through the connecting rod 12.

[0044] The tilt servo 9 has a dual-output shaft structure, with a controllable tilt servo disk on its left side and a tilt shaft concentric with the servo disk on its right side. The tilt motor mount 10 is bolted to the tilt servo disk on its left side and mounted on the tilt shaft on its right side via bearings. In this embodiment, the tilt servo mount 8 is mounted on a rotating shaft parallel to the longitudinal axis of the aircraft and is driven by the yaw vector servo 13 via a connecting rod 12, allowing it to swing left and right by 20°. The aforementioned yaw vector system has a larger transmission ratio, resulting in a lower load on the yaw vector servo 13 and higher reliability and yaw control accuracy.

[0045] The thrust blade 6 is fixedly installed at the output end of the motor II11. The axial thrust is generated by the motor II11 driving the thrust blade 6 to rotate. In this embodiment, the motor II11 is a small-diameter, medium-height disc motor, which is matched with a small-diameter, large-pitch thrust blade 6. The motor II11 is installed on a tilt motor base 10 that can swing back and forth 90°, and is driven to swing by a tilt servo motor 9.

[0046] The brake 14 is fixedly mounted on the mounting base 7 and is positioned close to the thrust blade 6. In this embodiment, during cruise, the tilt motor mount 10 is locked by the brake 14. At this time, the tilt mechanism is locked, and the load on the tilt servo 9 and yaw vector servo 13 is eliminated, which can improve service life and reliability.

[0047] It should be noted that in this embodiment, the center of the tilt motor mount 10 does not coincide with the tilt axis, but rather leaves a small vertical distance. This allows the thrust line of motor II 11 to approach but not pass through the rotating shaft. This ensures that when the thrust blade 6 generates thrust, the tilt servo 9 is always subjected to a torque in a constant direction. This torque can eliminate mechanical play during the vertical hovering phase, enhancing the vector control accuracy and stability of the vector mechanism during hovering. During the cruise phase, the tilt motor mount 10 contacts the brake 14, and the thrust line misaligned with the rotating shaft locks the tilt motor mount 10 in a horizontal position, thereby eliminating the load on the tilt servo 9 and the yaw vector servo 13.

[0048] The tiltrotor of this embodiment has two degrees of freedom, allowing it to tilt vertically around the aircraft's transverse axis and oscillate left and right around the aircraft's longitudinal axis. This provides lateral control torque during vertical hovering, responsible for directional stability and control. Furthermore, the tiltrotor of this embodiment features a self-locking and unloading function. During horizontal cruise, the combined action of the brake 14 and the thrust of the thrust blade 6 locks the tilt mechanism's degrees of freedom, thereby unloading the tilt servo 9 and yaw vector servo 13, improving service life and reliability. The aforementioned self-locking function ensures that even if the tilt servo 9 fails, the aircraft can still be locked in the horizontal cruise position. In this state, the aircraft can still fly and take off and land in horizontal cruise mode, increasing the aircraft's safety margin in response to emergencies.

[0049] The tilt rotor in this embodiment is based on a tilt mechanism that can switch between vertical and horizontal modes, oscillating left and right during hovering to provide directional control and stabilizing torque. Since the compound rotor is fixedly installed and close to the center of gravity, while the tilt rotor is farther away, the aircraft in this embodiment primarily relies on the compound rotor for thrust during vertical hovering. This allows it to be designed entirely for hovering without needing to consider horizontal cruise, thus improving hovering power efficiency. The tail rotor, on the other hand, does not require extensive optimization for hovering and can focus on cruise optimization, thereby maintaining high efficiency when tilting to horizontal cruise.

[0050] The aircraft in this embodiment has a Y-shaped three-rotor power structure based on a tilt rotor and two sets of compound rotors. The compound rotors provide hovering thrust, while the tilt rotors face the ground during hovering, providing vertical thrust and yaw axis control torque, and provide horizontal thrust during cruise. Based on the aforementioned power design, the power structure of the aircraft in this embodiment can maintain high efficiency in both vertical hovering and horizontal cruise conditions. It also solves the energy waste caused by excess power in the horizontal cruise phase of traditional vertical take-off and landing fixed-wing aircraft, and reduces the number of tilt mechanisms, thereby reducing dead weight.

[0051] The aforementioned aircraft, based on a wing-body design with a special curve, combines tiltrotor and two sets of compound rotors to form a Y-shaped three-rotor power structure, making the whole structure compact and the number of main components small. The whole aircraft can be assembled or disassembled in only two steps: installing the wings 2 and installing the tail 3. The individual structural components after disassembly have regular shapes, which further improves the packing efficiency. This allows aircraft with a wingspan of more than 2.2m and a takeoff weight of 12kg to be quickly packed into a transport box with a length of less than 1m.

[0052] Compared to conventional 4+1 compound rotor vertical takeoff and landing fixed-wing aircraft, the fixed lift motor (motor I4) of this embodiment does not have the long, extended arms, and the number of motors is reduced from four to two, significantly reducing cruise dead weight and drag. Compared to conventional tiltrotor aircraft, the horizontal cruise motor (motor II11) of this embodiment is located at the tail of the fuselage, avoiding airflow interference from stationary rotors. The single-motor tail thrust is also more efficient, and the tail power can be fully optimized according to cruise conditions without considering vertical thrust efficiency. This solves the problem of balancing power efficiency in other tiltrotor aircraft, thus achieving higher cruise power efficiency.

[0053] The performance of the aircraft in this embodiment was tested, and the test results are as follows: I. Handling and Stability Test: In actual flight tests, the aircraft demonstrated strong stability and control capabilities, with linear and rapid handling response. Low-altitude flight stability was proportional to wing loading, and the higher wing loading also gave the aircraft stronger wind resistance and flight stability, making it more adaptable to different environments.

[0054] II. Endurance Performance Test: The performance test results are shown in Table 1. In CDF simulation, the aircraft demonstrated extremely strong cruise performance, with a flight time factor 21.42% higher and a lift-to-drag ratio 20.35% higher than that of a conventional fixed-wing aircraft with the same takeoff weight. In actual flight tests, the aircraft also demonstrated exceptional low-power flight capability, with a cruise power of only 150W at full load and only 1000W at full load vertical hover, significantly lower than that of conventional vertical takeoff and landing fixed-wing aircraft of the same class. The aircraft's overall endurance is nearly double that of comparable aircraft, or up to twice the mission payload capacity for the same endurance.

[0055] Table 1: Performance test results of the aircraft in this embodiment aircraft Average value of vertical fixed wing of the same size span 2.2m 2.2m Maximum takeoff weight 12kg 10kg Maximum mission load 4kg 2kg cruising speed 72-80km / h 70km / h Maximum speed 150km / h 130km / h 1kg payload battery life 4h 2.5h 1kg payload range 290km 175km In summary, the aircraft of this embodiment has the following advantages compared with traditional vertical takeoff and landing fixed-wing aircraft: the aircraft of this embodiment has the advantages of sufficient payload space, good endurance performance, good portability and convenience, low cost and relatively small overall size. The vertical takeoff and landing power system has high working efficiency under different operating conditions, and has high cruise aerodynamic efficiency while ensuring a large payload space, thus overcoming the difficulty of balancing size and performance of traditional aircraft.

[0056] The naming of each component is based on its function as described in the specification, and is not limited to the specific terms used in this invention. Those skilled in the art may also choose other terms to describe the names of the components of this invention.

Claims

1. A vertical takeoff and landing fixed-wing aircraft, comprising a fuselage (1), a tail fin (3) mounted on the fuselage (1), and two sets of wings (2), characterized in that, The fuselage (1) is designed as a lifting body. Its innermost section is an unloading airfoil, the middle section adopts a thick double convex airfoil, and the outer section adopts a large-camber unloading airfoil. The unloading airfoil, the thick double convex airfoil and the large-camber unloading airfoil are smoothly integrated from the inside to the outside to form the fuselage (1). The chord length of the fuselage (1) gradually decreases from the inside to the outside. The rear side of the fuselage (1) near the wing (2) forms a wing-like trailing edge with a small thickness, and gradually transitions to a rounded fuselage-like side. The wing (2) is a high aspect ratio wing; The aircraft also includes a composite rotor fixedly installed on the lower part of the middle section of the corresponding wing (2), and a tilting rotor installed at the tail of the fuselage (1); The compound rotor includes a motor I (4) fixedly mounted on the lower part of the middle section of the corresponding wing (2) via a base, and a lift blade (5) fixedly mounted on the output end of the motor I (4). The lift blade (5) is located below the corresponding wing (2). The tilt rotor includes a tilting mechanism and a thrust blade (6) mounted on the tilting mechanism. The tilting mechanism has two degrees of freedom, one of which is to tilt back and forth 90° around the horizontal axis, and the other is to deflect left and right 20° around the longitudinal axis. The tilting mechanism includes a fixed base (7) fixedly installed at the tail of the fuselage (1), a yaw vector servo (13) located above the fixed base (7), a tilting servo base (8) located below the fixed base (7), a connecting rod (12) for connecting the yaw vector servo (13) and the tilting servo base (8), a tilting servo (9) installed in the tilting servo base (8), a tilting motor base (10) capable of swinging up and down around the tilting axis of the tilting servo (9), a motor II (11) fixedly installed on the tilting motor base (10), and a brake (14) fixedly installed at the rear of the fixed base (7). The thrust blade (6) is fixedly installed at the output end of the motor II (11); The center of the tilt motor base (10) does not coincide with the tilt axis of the tilt servo (9), so that the thrust line of the motor II (11) is close to but does not pass through the tilt axis of the tilt servo (9); The brake (14) is positioned close to the thrust blade (6); wherein, when the brake (14) and the tilt motor mount (10) are in contact, and the motor II (11) drives the thrust blade (6) to generate thrust, the thrust line misaligned with the tilt axis of the tilt servo (9) locks the tilt motor mount (10) in a horizontal position.

2. A vertical takeoff and landing fixed-wing aircraft according to claim 1, characterized in that, The yaw vector servo (13) is located above the fixed base (7), and a rocker arm is fixedly connected to the output end of the yaw vector servo (13). The upper end of the connecting rod (12) is connected to the rocker arm via a rotating shaft, and the lower end of the connecting rod (12) is connected to the tilt servo mount (8) via a rotating shaft.

3. A vertical takeoff and landing fixed-wing aircraft according to claim 1, characterized in that, The tilt servo (9) has a dual output shaft structure, with a controllable tilt servo disk on the left side and a tilt shaft concentric with the tilt servo disk on the right side. The left side of the tilt motor mount (10) is connected to the tilt rudder by a rudder bolt, and the right side of the tilt motor mount (10) is mounted on the tilt shaft by a bearing.

4. A vertical takeoff and landing fixed-wing aircraft according to claim 1, characterized in that, The tail fin (3) adopts a V-shaped tail fin.

5. A vertical takeoff and landing fixed-wing aircraft according to claim 1, characterized in that, The aircraft also includes a skid landing gear (15) and a ventral fin (16) mounted on the fuselage (1). The ventral fin (16) is located on the fuselage (1) near the tail fin (3), and the skid landing gear (15) is located on the fuselage (1) near the wing (2).

6. A vertical takeoff and landing fixed-wing aircraft according to claim 5, characterized in that, The aircraft also includes a quick-release structure, which consists of a wing quick-release assembly (17) and a tail quick-release assembly (18); The wing quick-release assembly (17) includes a carbon fiber tube I, a flexible buckle I, and a quick-release electrical plug, which are fixedly installed on the fuselage (1) facing the wing (2); The tail wing quick-release assembly (18) includes a carbon fiber tube II fixedly installed on the tail wing (3) facing the fuselage (1) and an elastic buckle II fixedly installed on the fuselage (1) facing the tail wing (3).

Images