Vertical take-off and landing fixed-wing aircraft

Abstract

The invention discloses a vertical take-off and landing fixed-wing aircraft, and relates to the technical field of aircrafts. According to the invention, the conversion from a multi-rotor flight mode to a fixed-wing flight mode and from the fixed-wing flight mode to the multi-rotor flight mode can be easily realized. Due to the structural layout characteristics of the aircraft, the safety of the aircraft is guaranteed, and the aircraft can be safely and reliably landed according to the fault degree and urgency of the aircraft even if the aircraft breaks down seriously and only forced landing can be selected. Through multi-rotor-wing assisting control, the forced landing buffering function of the telescopic empennage assembly and the safety protection measure of a protection sponge lining in the manned cabin, various safety modes and measures such as an internal safety protection air bag, an external safety protection air bag and a forced landing parachute of the manned cabin can be selectively used according to the fault degree and urgency of the aircraft; and safe or low-damage forced landing of the aircraft is realized.

Description

Technical Field

[0001] The present invention relates to the technical field of aircraft, and in particular to a vertical take-off and landing fixed-wing aircraft. Background Art

[0002] The statements in this section merely provide background information related to the present disclosure and may not constitute prior art.

[0003] Among the existing small manned aircraft, there are usually fixed-wing aircraft, helicopter aircraft, multi-rotor aircraft, multi-rotor fusion design aircraft and fixed-wing multi-rotor fusion tilt-rotor aircraft, which have their own advantages and disadvantages in vertical take-off and landing and long endurance. In the existing technical solutions, in order to achieve the complementary advantages and disadvantages of vertical take-off and landing and long endurance, the fusion design of power components and fixed wings has also been carried out, but a better fusion solution has not been found. For example, the Chinese invention patent CN116080900A discloses a vertical take-off and landing aircraft and a vertical take-off and landing aircraft control method, which adds a tilt-wing mechanism. This increases the complexity of the aircraft and may cause safety problems due to the failure of the tilt transmission mechanism. In order to improve the safety problems caused by the failure of the tilt transmission mechanism, the safety is improved by increasing the number of rotors, thereby making the aircraft as a whole relatively redundant. At the same time, in terms of the spatial layout of manned positions, most existing small manned aircraft adopt a sit-down pod design, which requires the longitudinal layout design of the fuselage to be wider, thereby making the windward surface of the aircraft larger, resulting in higher flight energy consumption and further reducing the aircraft's range.

[0004] The most important thing is that existing manned aircraft still have the problem of insufficient safety protection, that is, when the aircraft malfunctions and makes an emergency landing, there are still few protective measures to protect the people in the aircraft. This is also the reason why existing small manned aircraft cannot be widely popularized.

[0005] Based on the coordination contradictions between vertical take-off and landing, long-distance cruising, and high safety issues existing in the above existing technologies, the existing technologies still have many shortcomings, and a technical solution that can effectively solve the above problems is urgently needed. Summary of the invention

[0006] The purpose of the present invention is to provide a vertical take-off and landing fixed-wing aircraft to overcome the above-mentioned defects of the prior art. The present invention is achieved through the following technical solutions:

[0007] A vertical take-off and landing fixed-wing aircraft, comprising a wing-body assembly, a tail assembly and a power assembly, wherein the power assembly is used to provide power to the aircraft, and is characterized in that a telescopic assembly is provided between the wing-body assembly and the tail assembly, wherein the telescopic assembly is used to adjust the distance between the wing-body assembly and the tail assembly and to play a buffering role during landing, and the tail assembly is used to vertically support the aircraft when the aircraft is not in operation.

[0008] Furthermore, the telescopic assembly is a power cylinder with telescopic function, and the power cylinder is any one of a pneumatic cylinder, a hydraulic cylinder, and an electric cylinder; the power cylinder body is a fixed rod, and the output end is a telescopic rod, the fixed rod is fixedly connected to the wing-body assembly, and the telescopic rod is connected to the tail assembly. The pneumatic cylinder can be any one of a single-acting pneumatic cylinder, a double-acting pneumatic cylinder, a gas-liquid damping cylinder, a piston cylinder, and a buffer cylinder; the hydraulic cylinder includes any one of a single-acting hydraulic cylinder and a double-acting hydraulic cylinder; the electric cylinder can be any one of a ball screw electric cylinder, a synchronous belt electric cylinder, a planetary roller screw electric cylinder, a gear rack electric cylinder, and a spiral lifting electric cylinder.

[0009] Furthermore, the cylinder is a single-acting cylinder. In the open state, gas is sealed inside the cylinder cavity. The gas is in a normal pressure state or a preliminarily compressed state when the cylinder is deployed to the extreme position. At this time, more non-compressed gas can be accommodated under normal pressure conditions. When the cylinder is filled with compressed gas, the gas can be kept in a preliminarily compressed state at the deployment extreme position; after the cylinder is compressed, the gas is further compressed to achieve a buffering effect; the gas will be compressed when the telescopic assembly is deployed to the extreme position state or the compression process to generate a supporting force between the telescopic rod and the fixed rod. The aircraft wing-body assembly, fixed rod, power assembly and related accessories constitute a supported part. Under normal circumstances of the aircraft, the supporting force should be less than the total gravity of the supported part, so that the cylinder can be compressed by the gravity of the supported part during landing, so as to realize the automatic contraction function of the telescopic assembly and realize the compression of the telescopic assembly, which is preferably greater than the total gravity of the supported part. It can also be set according to usage requirements.

[0010] Furthermore, the power cylinder is connected to a controller, through which the extension and retraction and control of the power cylinder are achieved; that is, the air cylinder is connected to an air source controller, the hydraulic cylinder is connected to a hydraulic controller, and the electric cylinder is connected to an electric drive controller to achieve the extension and retraction and control of the power cylinder.

[0011] Furthermore, when the telescopic component is a cylinder, gas can be injected, released and extracted into the telescopic component through an air source controller to control the telescopic stroke of the telescopic component and provide supporting force. When the air source controller injects compressed gas, the compressed gas will generate a supporting force between the compression rod and the fixed rod. Under normal circumstances of the aircraft, the supporting force should be less than the total gravity of the supported part, so that during landing, the telescopic component can be compressed by gravity relying on the supported part. In the event of an emergency landing of the aircraft, the pressure of the compressed gas injected into the telescopic component can be increased to generate a greater supporting force, so as to fully or partially offset the kinetic energy of the aircraft during the forced landing, thereby improving the safety of the aircraft during the forced landing.

[0012] Furthermore, when the telescopic component is a cylinder, a safety valve is connected to the cylinder. When the aircraft lands rapidly or is forced to land, the pressure in the telescopic component rises sharply. When the pressure exceeds the set protection value, part of the gas in the telescopic component is discharged or restored to the set value to protect the telescopic component.

[0013] Furthermore, when the telescopic component is a cylinder, a reverse airflow impact automatic circuit breaker valve is installed between the cylinder and the air source controller to prevent the air source controller from being damaged by the high-speed and high-pressure airflow after the cylinder is impacted.

[0014] Furthermore, the telescopic assembly includes a fixed rod and a telescopic rod, the fixed rod is connected to the wing-body assembly, the telescopic rod is connected to the tail assembly, and the fixed rod is slidably connected to the telescopic rod.

[0015] Furthermore, the fixed rod and the telescopic rod are telescopically controlled by a motor and a gear rack mechanism, the rack is fixedly connected to the fixed rod, the motor is fixedly connected to the telescopic rod, the gear is fixedly connected to the output end of the motor, and the gear is meshed with the teeth of the rack.

[0016] Furthermore, the telescopic assembly can be controlled to expand, retract and stop at any position within the travel range by the motor rack and pinion mechanism before take-off, during take-off, during cruising, during landing and after landing, that is, in any process.

[0017] Furthermore, the fixing rod is arranged inside the wing-body assembly so that when the telescopic assembly is in a compressed state, the distance between the wing-body assembly and the tail assembly is closer.

[0018] Furthermore, an energy-consuming element is provided; when the motor is cut off from power and connected in parallel with the energy-consuming element, the energy-consuming element is used to convert the force compression of the telescopic component into consumption of electrical energy to achieve a cushioned landing of the aircraft. Furthermore, one or more energy-consuming elements and motor gear sets may be provided to achieve a better cushioning effect.

[0019] Furthermore, a shock absorber or a compression spring is connected between the fixed rod and the telescopic rod. The shock absorber realizes the buffering effect of the telescopic assembly and prevents the occurrence of the aircraft bouncing problem. The spring is used to buffer the impact when landing. It is compressed when the aircraft lands, and the rear tail assembly can be pushed away from the rear assembly when the aircraft takes off.

[0020] Furthermore, the fixed rod and the telescopic rod are sleeved and connected, the rod on the outside is a conductor, and the rod on the inside is provided with a permanent magnet, and the permanent magnet moves in the conductor to generate resistance to achieve a buffering effect.

[0021] Furthermore, a locking assembly is provided on the telescopic assembly for limiting the telescopic assembly at a desired position to achieve fixed control of the telescopic function of the fixed rod and the telescopic rod before the aircraft takes off, during takeoff, during cruising, during landing and after landing, that is, in any process.

[0022] Furthermore, the power assembly includes 2N+2 power groups, where N is a natural number, and the power group includes a bracket and a vector force group. One end of the bracket is connected to the wing-body assembly, and the other end is installed with the vector force group. The installation direction of the power group is: the direction of the pulling force generated by the vector force group should be consistent with the heading direction of the aircraft in the fixed-wing cruising flight state.

[0023] Furthermore, the power assembly includes four or six power groups. Under high safety requirements, six power groups can be set, and under a simpler structure, four power groups can be set.

[0024] Furthermore, the power groups in the power assembly are distributed on the wing-body assembly in a circumferentially equiangular array.

[0025] Furthermore, when the aircraft is collapsed and parked, the central position of the installed power assembly should be above the center of gravity of the supported part.

[0026] Furthermore, when the aircraft is folded and parked, the center point position of the installed power assembly coincides with the projection point position of the aircraft's center of gravity onto the normal surface of the ground.

[0027] Furthermore, the vector force group is specifically any one of a propeller power group and a jet power group.

[0028] Furthermore, the propeller power group can be arranged on both sides of the bracket, and the purpose of arranging on both sides is to further increase the pulling force of the power component.

[0029] Furthermore, the tail assembly is any one of a V-shaped tail, an inverted V-shaped tail, a Y-shaped tail, an inverted Y-shaped tail, an X-shaped tail, a cross-shaped tail, a T-shaped tail, an inverted T-shaped tail, a U-shaped tail, an inverted U-shaped tail, a double T-shaped tail, an inverted double T-shaped tail, and a double cross-shaped tail.

[0030] Furthermore, the tail assembly is equipped with moving wheels for contacting the ground, and the number should be 3 or more. When parked on the ground, the projection point of the overall center of gravity of the aircraft onto the ground should fall inside the polygonal area connected by the projection points of the centers of the multiple moving wheels onto the ground to prevent the aircraft from becoming unstable when parked.

[0031] Furthermore, the tail assembly is a double cross shape, and the double cross tail assembly has a horizontal tail, a vertical tail, a rudder, and an elevator. The moving wheels are installed at the top and middle intersection of the cross tail assembly in the circumferential direction of the contact position with the ground.

[0032] Furthermore, the wing-body assembly is provided with a accommodating space, and the accommodating space can be used as a cargo hold or a passenger hold; if the accommodating space is used as a passenger hold, it comprises: an inner cavity wall, an inner wall filling body, a passenger cavity and an aircraft controller; the inner wall filling body is arranged on the inner cavity wall, the passenger cavity is composed of the inner wall filling body, and the aircraft controller is located in the passenger cavity; the inner wall filling body is a flexible body; and the accommodating space is provided with a door.

[0033] Further, the inner cavity wall is a rigid shell, the inner wall filling body is a flexible body, further, the inner wall filling body is made of foam material, and the manned cavity is inside the inner wall filling body.

[0034] Furthermore, an internal protective airbag is provided in or on the inner surface of the inner wall filler, which can fill the manned cavity in case of forced landing; the internal protective airbag is provided in or on the inner surface of the inner wall filler, and is used in emergency situations. It fills the manned cavity when working, and is used to fill the remaining space in the manned cavity when inflated, surrounding and squeezing the human body. The force of squeezing and enclosing the human body should ensure the safety of the person.

[0035] Furthermore, the person in the manned cavity is in a standing position before take-off, and when entering level flight cruising, as the posture of the wing-body assembly changes, the human body also changes to a prone posture.

[0036] Furthermore, one or more accommodating spaces can be provided on the wing-body assembly.

[0037] Furthermore, one or more of the manned cabins may be distributed in the accommodating space along the wingspan direction.

[0038] Furthermore, a boarding device is provided below the aircraft door, and the boarding device may be an electric lifting platform or a foldable ladder.

[0039] The door is located at the back of the wing-body assembly, and can be a single door or a double door. The purpose of being located at the back of the aircraft is to further improve the safety of the aircraft, and even if the locking mechanism of the door fails, the safety of personnel can be guaranteed.

[0040] Furthermore, the wing-body assembly is provided with an openable parachute, which is stored in the parachute installation area and can be opened for parachuting in case of emergency landing.

[0041] Furthermore, the parachute installation area is preferably located near the nose of the aircraft, and the parachute installation area is used to store a folded parachute.

[0042] Furthermore, the wing-body assembly is provided with an openable outer airbag, which is installed in an outer airbag installation area. The outer airbag installation area should be set up for the purpose of protecting the manned cabin.

[0043] Furthermore, the wing-fuselage assembly is provided with a power energy compartment, an emergency energy compartment and a cargo storage compartment; the power energy compartment, the cargo storage compartment and the wing-fuselage assembly are designed to be detachable, and the emergency battery is installed in an inseparable battery compartment. The purpose is that when an emergency landing is made, the detachable battery compartment, power battery and cargo storage compartment can be jettisoned in advance while ensuring the safety of ground personnel and facilities, so as to reduce the total weight of the aircraft and achieve the beneficial effect of further improving the safety of the forced landing.

[0044] Furthermore, a boarding device is provided below the door, and the boarding device may be an electric lift or a foldable ladder for facilitating personnel to enter the cargo compartment or the passenger compartment.

[0045] Furthermore, the wing-fuselage assembly includes a wing-fuselage assembly main body, folding wings and a folding-wing locking mechanism. The folding wings are rotatably hinged to the wing-fuselage assembly main body. The folding-wing locking mechanism is used to fix the unfolded folding wings. The folding direction of the folding wings can be towards the back of the aircraft or towards the belly of the aircraft, so that when the aircraft has not taken off, the folding wing part of the wing can be folded to reduce its overall width, further reducing the space occupied by the small manned aircraft. It is further preferred to fold toward the belly, and can form an anti-locking structure, so that even if the folding wing locking mechanism fails during flight, it can maintain a normal unfolded state under the action of airflow.

[0046] Furthermore, ailerons are provided on both sides of the trailing edge of the wing-body assembly, and flaps are provided on both sides of the leading edge.

[0047] Compared with the prior art, the present invention has the following beneficial effects:

[0048] 1. The present invention can realize vertical take-off and landing of an aircraft. The position of the accommodation space is matched with the design of its wing-body structure. Compared with the conventional pod-type design, it has a better streamline shape and greatly reduces its energy consumption during flight, so as to increase the navigation distance of the small aircraft. At the same time, the fuselage is connected to the tail assembly through a telescopic assembly. On the one hand, the volume of the aircraft in a non-working state is smaller, and it is convenient for personnel to enter the accommodation space in the wing-body assembly. At the same time, the telescopic assembly remains in an unfolded state when the aircraft is flying, increasing the distance between the tail assembly and the wing-body assembly, so that the small aircraft is less disturbed and deviated by airflow during flight, and is more stable during operation. At the same time, during flight, due to the unfolding of the telescopic assembly, the gap between the tail assembly and the wing-body assembly can increase the effective lift area of ​​the aircraft, and at the same time reduce the contact time between the airflow and the entire aircraft on its surface, thereby reducing the resistance caused by the friction between the aircraft surface and the air, that is, it can reduce its energy consumption during flight, and further improve the cruising capability of the small manned aircraft.

[0049] 2. The present invention utilizes a telescopic assembly to connect the wing-body assembly with the tail assembly. On the one hand, before the aircraft takes off, the telescopic assembly is controlled to be in a retracted state to facilitate personnel to enter the accommodation space. During takeoff, the power assembly provides upward lift and unfolds the telescopic group to increase the torque between the tail assembly and the wing-body assembly, thereby greatly increasing the length of the small manned aircraft and reducing the impact of airflow interference during flight, thereby improving the stability of the small manned aircraft. When the aircraft fails and needs to make an emergency landing, the telescopic assembly can also be used to absorb the impact force between the aircraft and the ground to increase the cushioning effect of the aircraft during forced landing and improve its safety.

[0050] 3. In order to further improve the safety of the technical solution, the present invention utilizes the advantages of the structural layout and the reasonable setting of safety measures, and can achieve the safety protection of the personnel in the aircraft through multiple safety measures such as multi-rotor forced landing, parachute forced landing, telescopic rod anti-impact forced landing, internal anti-impact sponge forced landing, internal airbag anti-impact protection, and external airbag forced landing. Combined with the above beneficial effects, not only can the vertical take-off and landing function and long-distance cruising function of the aircraft be realized, but the safety is also greatly improved. BRIEF DESCRIPTION OF THE DRAWINGS

[0051] Figure 1 A schematic diagram showing the three-dimensional structure of the aircraft of the present invention when it is parked on the ground;

[0052] Figure 2 A schematic diagram showing the three-dimensional structure of the aircraft of the present invention when it flies off the ground;

[0053] Figure 3A schematic diagram showing the aircraft telescopic assembly of the present invention as a power cylinder;

[0054] Figure 4 A schematic diagram showing the aircraft telescopic assembly of the present invention as a sliding rod;

[0055] Figure 5 A schematic diagram showing an aircraft telescopic assembly of the present invention having a motor rack and pinion mechanism added thereto;

[0056] Figure 6 A schematic diagram showing an aircraft telescopic assembly of the present invention with a shock absorber added;

[0057] Figure 7 A schematic diagram showing an aircraft telescopic assembly of the present invention with a compression spring added;

[0058] Figure 8 A schematic diagram showing the addition of permanent magnets to the aircraft telescopic assembly of the present invention;

[0059] Fig. 9 The schematic diagram (top view) of the structure of the aircraft of the present invention during normal navigation is shown;

[0060] Fig.10 A schematic diagram showing the aircraft door opening and the boarding device lowering of the present invention;

[0061] Fig.11 A schematic diagram showing the interior of a manned cabin of an aircraft of the present invention is shown;

[0062] Fig.12 A schematic diagram showing the state of the outer side safety airbag of the aircraft of the present invention being opened;

[0063] Fig.13 A schematic diagram showing the state of the aircraft of the present invention when the parachute is opened for emergency landing;

[0064] Fig.14 A schematic diagram showing the cushioning of the tail assembly of the aircraft of the present invention in the case of parachute forced landing;

[0065] Fig.15 The schematic diagram of the structure of the aircraft of the present invention during normal navigation (bottom view) is shown;

[0066] Fig.16 The azimuth indication diagram of the aircraft of the present invention during normal navigation is shown;

[0067] Fig.17 A schematic diagram showing the structure of the folding wing of the aircraft of the present invention folded toward the belly direction of the wing-body assembly;

[0068] Fig.18A schematic diagram showing the structure of the aircraft folding wing of the present invention folding toward the back of the wing-body assembly;

[0069] Fig.19 A schematic diagram showing the structure of the aircraft of the present invention using both a thrust propeller and a pull propeller;

[0070] Fig. 20 A schematic diagram showing the process from take-off to landing of the aircraft of the present invention is shown.

[0071] Figure numerals: 1-aircraft, 2-ground, 3-power assembly, 4-wing-body assembly, 5-telescopic assembly, 6-tail assembly, 7-telescopic rod, 8-fixed rod, 9-controller, 10-safety valve, 11-automatic circuit breaker, 12-motor, 13-gear, 14-rack, 15-energy-consuming element, 16-shock absorber, 17-compression spring, 18-permanent magnet, 19-locking assembly, 20-bracket, 21-vector force group, 22-moving wheel, 23-accommodating space, 24-inner cavity wall, 25-inner wall Filling body, 26-manned cavity, 27-aircraft controller, 28-door, 29-internal protective airbag, 30-parachute installation area, 31-parachute, 32-outer safety airbag installation area, 33-outer safety airbag, 34-emergency energy compartment, 35-power energy compartment, 36-article storage compartment, 37-boarding device, 38-folding wing, 39-folding wing locking mechanism, 40-horizontal tail, 41-elevator, 42-vertical tail, 43-rudder, 44-aileron, 45-leading edge flap. DETAILED DESCRIPTION

[0072] It should be noted that relational terms such as "first" and "second" are used only to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "include", "comprise" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, the elements defined by the sentence "comprise a ..." do not exclude the existence of other identical elements in the process, method, article or device including the elements.

[0073] The features and performance of the present invention are further described in detail below in conjunction with the embodiments.

[0074] See also Figure 1 and Figure 2A vertical take-off and landing fixed-wing aircraft 1 includes a wing-body assembly 4, a tail assembly 6 and a power assembly 3. The power assembly 3 is used to provide power to the aircraft 1. A telescopic assembly 5 is provided between the wing-body assembly 4 and the tail assembly 6. The telescopic assembly 5 is used to adjust the distance between the wing-body assembly 4 and the tail assembly 6 and to play a buffering role during landing. The tail assembly 6 is used to vertically support the aircraft 1 when the aircraft 1 is not in operation.

[0075] For further information, see Figure 2 and Figure 3 The telescopic component 5 is a power cylinder with telescopic function, and the power cylinder is any one of a pneumatic cylinder, a hydraulic cylinder, and an electric cylinder; the cylinder body of the power cylinder is a fixed rod 8, and the output end is a telescopic rod 7. The fixed rod 8 is fixedly connected to the wing-body component 4, and the telescopic rod 7 is connected to the tail component 6.

[0076] In this embodiment, the cylinder can be any one of a single-acting cylinder, a double-acting cylinder, a gas-liquid damping cylinder, a piston cylinder, and a buffer cylinder; the hydraulic cylinder includes any one of a single-acting hydraulic cylinder and a double-acting hydraulic cylinder; the electric cylinder can be any one of a ball screw electric cylinder, a synchronous belt electric cylinder, a planetary roller screw electric cylinder, a gear 13 rack 14 electric cylinder, and a spiral lifting electric cylinder.

[0077] Furthermore, the cylinder is a single-acting cylinder. In the open state, gas is sealed inside the cylinder cavity. The gas is in a normal pressure state or a preliminarily compressed state when the cylinder is deployed to the extreme position. At this time, more non-compressed gas can be accommodated under normal pressure. When the cylinder is filled with compressed gas, the gas can be kept in a preliminarily compressed state at the deployment extreme position; after the cylinder is compressed, the gas is further compressed to achieve a buffering effect; the gas will be compressed when the telescopic component 5 is deployed to the extreme position state or the compression process, so that a supporting force is generated between the telescopic rod 7 and the fixed rod 8. The wing-body component 4, the fixed rod 8, the power component 3 and the related accessories of the aircraft 1 constitute the supported part. Under normal circumstances of the aircraft 1, the supporting force should be less than the total gravity of the supported part, so that the cylinder can be compressed by the gravity of the supported part during landing, so as to realize the automatic contraction function of the telescopic component 5 and the compression of the telescopic component 5, which is preferably greater than the total gravity of the supported part, and can also be set according to usage requirements.

[0078] Furthermore, the power cylinder is connected to a controller 9, through which the extension and retraction and control of the power cylinder are realized; that is, the air cylinder is connected to the air source controller 9, the hydraulic cylinder is connected to the hydraulic controller 9, and the electric cylinder is connected to the electric drive controller 9, so as to realize the extension and retraction and control of the power cylinder.

[0079] Furthermore, when the telescopic component 5 is a cylinder, gas can be injected, released and extracted into the telescopic component 5 through the air source controller 9, so as to control the telescopic stroke of the telescopic component 5 and provide supporting force. When the air source controller 9 injects compressed gas, the compressed gas will generate a supporting force between the compression rod and the fixed rod 8; under normal circumstances of the aircraft 1, the supporting force should be less than the total gravity of the supported part, so that when landing, the telescopic component 5 can be compressed by relying on the supported part and gravity. In the event of an emergency landing of the aircraft 1, the pressure of the compressed gas injected into the telescopic component 5 can be increased to generate a greater supporting force, so as to fully or partially offset the kinetic energy of the aircraft 1 during the forced landing, thereby improving the safety of the aircraft 1 during the forced landing.

[0080] Furthermore, when the telescopic component 5 is a cylinder, a safety valve 10 is connected to the cylinder. When the aircraft 1 lands rapidly or is impacted during an emergency landing, the pressure in the telescopic component 5 increases sharply. When the pressure exceeds the set protection pressure, part of the gas in the telescopic component 5 is discharged or the pressure returns to the set value, so as to protect the telescopic component 5.

[0081] Furthermore, when the telescopic component 5 is a cylinder, a reverse airflow impact automatic circuit breaker 11 is installed between the cylinder and the air source controller 9 to prevent the air source controller 9 from being damaged by the high-speed and high-pressure airflow after the cylinder is impacted.

[0082] For further information, see Figure 2 and Figure 4 The telescopic assembly 5 includes a fixed rod 8 and a telescopic rod 7. The fixed rod 8 is connected to the wing-body assembly 4. The telescopic rod 7 is connected to the tail assembly 6. The fixed rod 8 is slidably connected to the telescopic rod 7.

[0083] For further information, see Figure 2 and Figure 5 The fixed rod 8 and the telescopic rod 7 are telescopically controlled by a motor 12 and a gear 13 rack 14 mechanism. The rack 14 is fixedly connected to the fixed rod 8, the motor 12 is fixedly connected to the telescopic rod 7, the gear 13 is fixedly connected to the output end of the motor 12, and the gear 13 is meshed with the teeth of the rack 14.

[0084] Furthermore, the telescopic assembly 5 can be controlled to expand, retract and stop at any position within the travel range by the motor 12, gear 13, rack 14 mechanism before takeoff, during takeoff, during cruising, during landing and after landing, that is, in any process.

[0085] Furthermore, an energy-consuming element 15 is provided; when the motor 12 is powered off and connected in parallel with the energy-consuming element 15, the energy-consuming element 15 is used to convert the force compression of the telescopic component 5 into consumption of electrical energy to achieve a cushioned landing of the aircraft 1. Furthermore, one or more energy-consuming elements 15 and the motor 12 gear 13 group can be provided to achieve a better cushioning effect.

[0086] For further information, see Figure 2 , Figure 6 and Figure 7 A shock absorber 16 or a compression spring 17 is connected between the fixed rod 8 and the telescopic rod 7. The shock absorber 16 realizes the buffering effect of the telescopic assembly 5 and prevents the occurrence of the aircraft bouncing problem. The spring is used to buffer the impact during landing. It is compressed when the aircraft 1 lands, and the rear tail assembly 6 can be pushed away from the rear assembly when the aircraft 1 takes off.

[0087] For further information, see Figure 2 and Figure 8 The fixed rod 8 and the telescopic rod 7 are sleeved and connected, the rod on the outside is a conductor, and the rod on the inside is provided with a permanent magnet, and the permanent magnet is used to generate resistance when moving in the conductor to achieve a buffering effect.

[0088] For further information, see Figures 2 to 8 The telescopic assembly 5 is provided with a locking assembly 19 for limiting the telescopic assembly 5 at a desired position, so as to realize fixed control of the telescopic function of the fixed rod 8 and the telescopic rod 7 before the aircraft 1 takes off, during take-off, during cruising, during landing and after landing, that is, in any process.

[0089] For further information, see Figure 1 and Figure 2 The fixing rod 8 is arranged inside the wing-body assembly 4 so as to achieve a closer distance between the wing-body assembly 4 and the tail assembly 6 when the telescopic assembly 5 is in a compressed state.

[0090] For further information, see Figure 2 and Fig. 9 The power assembly 3 includes 2N+2 power groups, where N is a natural number. The power group includes a bracket 20 and a vector force group 21. One end of the bracket 20 is connected to the wing-body assembly 4, and the other end is installed with the vector force group 21. The installation direction of the power group is: the direction of the pulling force generated by the vector force group 21 should be consistent with the heading direction of the aircraft 1 in the fixed-wing cruising flight state.

[0091] Furthermore, the power assembly 3 includes four or six power groups. Under high safety requirements, six power groups can be set, and under a simpler structure, four power groups can be set.

[0092] Furthermore, the power groups in the power assembly 3 are distributed on the wing-body assembly 4 in a circumferentially equiangular array.

[0093] Furthermore, when the aircraft 1 is collapsed and parked, the central position of the power assembly 3 after installation should be above the center of gravity of the supported part.

[0094] Furthermore, when the aircraft 1 is retracted and parked, the center point position of the installed power assembly 3 coincides with the position of the projection point of the center of gravity of the aircraft 1 onto the normal surface of the ground 2 .

[0095] Furthermore, the vector force group 21 is specifically any one of a propeller power group and a jet power group.

[0096] Furthermore, the propeller power group can be arranged on both sides of the bracket 20 , and the purpose of arranging on both sides is to further increase the pulling force of the power component 3 .

[0097] For further information, see Figure 2 and Fig.15 The tail assembly 6 is any one of a V-shaped tail, an inverted V-shaped tail, a Y-shaped tail, an inverted Y-shaped tail, an X-shaped tail, a cross-shaped tail, a T-shaped tail, an inverted T-shaped tail, a U-shaped tail, an inverted U-shaped tail, a double T-shaped tail, an inverted double T-shaped tail, and a double cross-shaped tail.

[0098] Furthermore, the tail assembly 6 is equipped with moving wheels 22 for contacting the ground 2, and the number should be 3 or more, and when parked on the ground 2, the projection point of the overall center of gravity of the aircraft 1 onto the ground 2 should fall inside the polygonal area connected by the projection points of the centers of the multiple moving wheels 22 onto the ground 2 to prevent the aircraft 1 from becoming unstable when parked.

[0099] Furthermore, the tail assembly 6 is a double cross shape, and the double cross tail assembly 6 has a horizontal tail 40, a vertical tail 42, a rudder 43, and an elevator 41. The moving wheels 22 are installed at the top and middle intersection of the cross tail assembly 6 and the ground 2.

[0100] For further information, see Fig.10 and Fig.11 The wing-body assembly 4 is provided with a accommodating space 23, and the accommodating space 23 can be used as a cargo hold or a manned hold; if the accommodating space 23 is used as a manned hold, it includes: an inner cavity wall 24, an inner wall filling body 25, a manned cavity 26 and an aircraft 1 controller 9; the inner wall filling body 25 is arranged on the inner cavity wall 24, the manned cavity 26 is composed of the inner wall filling body 25, and the aircraft 1 controller 9 is located in the manned cavity 26; the inner wall filling body 25 is a flexible body; the accommodating space 23 is provided with a door 28.

[0101] Further, the inner cavity wall 24 is a rigid shell, the inner wall filling body 25 is a flexible body, and further, the inner wall filling body 25 is made of foam material, and the manned cavity 26 is inside the inner wall filling body 25.

[0102] Furthermore, an internal protective airbag 29 is provided in or on the inner surface of the inner wall filler, which can fill the manned cavity 26 in case of forced landing; the internal protective airbag 29 is provided in or on the inner surface of the inner wall filler, and is used in emergency situations. It fills the manned cavity 26 when working, and is used to fill the remaining space in the manned cavity 26 when inflated, surrounding and squeezing the human body. The force of squeezing and enclosing the human body should ensure the safety of the person.

[0103] Furthermore, the person in the manned cavity 26 is in a standing position before take-off, and when entering level flight cruising, as the posture of the wing-body assembly 4 changes, the human body also changes to a prone position.

[0104] Furthermore, one or more accommodating spaces 23 can be provided on the wing-body assembly 4 .

[0105] Furthermore, one or more of the manned cabins may be distributed in the accommodating space 23 along the wingspan direction.

[0106] For further information, see Fig.10 A boarding device 37 is provided below the door 28, and the boarding device 37 can be an electric lifting platform or a foldable ladder.

[0107] The door 28 is provided at the back of the wing-body assembly 4, and the door 28 can be a single door or a double door. The purpose of being provided at the back of the aircraft is to further improve the safety of the aircraft 1, and even if the locking mechanism of the door 28 fails, the safety of the personnel can be guaranteed.

[0108] For further information, see Fig. 9 and Fig.13 The wing-body assembly 4 is provided with an openable parachute 31 which is stored in the parachute 31 installation area 30 and can be opened for parachuting in case of emergency landing.

[0109] Furthermore, the parachute 31 installation area 30 is preferably located near the nose of the aircraft, and the parachute 31 installation area 30 is used to store the folded parachute 31 .

[0110] For further information, see Fig. 9 , Fig.12 and Fig.15The wing-body assembly 4 is provided with an openable outer airbag 33, and the outer airbag 33 is installed in the outer airbag 33 installation area 32. The outer airbag 33 installation area 32 should be set for the purpose of protecting the manned cabin.

[0111] For further information, see Fig.15 The wing-body assembly 4 is provided with a power energy compartment 35, an emergency energy compartment 34 and a goods storage compartment 36; the power energy compartment 35 and the goods storage compartment 36 are detachable from the wing-body assembly 4, and the emergency battery is installed in the inseparable battery compartment. The purpose is that when an emergency landing is made, the detachable battery compartment, power battery and goods storage compartment 36 can be jettisoned in advance while ensuring the safety of personnel and facilities on the ground 2, so as to reduce the total weight of the aircraft 1 and achieve the beneficial effect of further improving the safety of the emergency landing.

[0112] For further information, see Fig. 9 and Fig.10 A boarding device 37 is provided below the door 28. The boarding device 37 may be an electric lift or a foldable ladder for facilitating personnel to enter the cargo compartment or the passenger compartment.

[0113] For further information, see Fig.17 and Fig.18 The wing-body assembly 4 includes a wing-body assembly 4 main body, a folding wing 38 and a folding wing 38 locking mechanism. The folding wing 38 is rotatably hinged to the wing-body assembly 4 main body. The folding wing 38 locking mechanism is used to fix the unfolded folding wing 38. The folding direction of the folding wing 38 can be the back direction of the aircraft 1 or the belly direction of the aircraft 1, so that when the aircraft 1 has not taken off, the folding wing 38 part of the wing can be folded to reduce its overall width, further reducing the space occupied by the small manned aircraft. It is further preferred to fold toward the belly direction to form an anti-locking structure, so that even if the locking mechanism of the folding wing 38 fails during flight, it can maintain a normal unfolded state under the action of airflow.

[0114] For further information, see Fig.15 Ailerons 44 are provided at both sides of the trailing edge of the wing-body assembly 4, and flaps are provided at both sides of the leading edge.

[0115] The above-mentioned embodiments only express the specific implementation methods of the present application, and the descriptions thereof are relatively specific and detailed, but they cannot be understood as limiting the protection scope of the present application. It should be pointed out that, for ordinary technicians in this field, several variations and improvements can be made without departing from the technical solution concept of the present application, and these all belong to the protection scope of the present application.

[0116] This background section is provided to generally present the context of the invention, and the work of the presently named inventors, the work to the extent described in this background section, and aspects of this section that did not constitute prior art at the time of application are neither explicitly nor implicitly admitted to be prior art to the present invention.

Claims

1. A vertical take-off and landing fixed-wing aircraft, comprising a wing-body assembly, a tail assembly and a power assembly, wherein the power assembly is used to provide power to the aircraft, and is characterized in that: A telescopic assembly is provided between the wing-body assembly and the tail assembly; The telescopic assembly is used to adjust the distance between the wing-body assembly and the tail assembly and to play a buffering role during landing; the tail assembly is used to vertically support the aircraft when the aircraft is not in operation.

2. A vertical take-off and landing fixed-wing aircraft according to claim 1, characterized in that: The telescopic component is a power cylinder with telescopic function; The power cylinder is any one of a pneumatic cylinder, a hydraulic cylinder and an electric cylinder.

3. A vertical take-off and landing fixed-wing aircraft according to claim 2, characterized in that: The cylinder is a single-acting cylinder; In the open state, gas is sealed inside the cylinder cavity. The gas is in a normal pressure state or a preliminarily compressed state when the cylinder is expanded to the extreme position. After the cylinder is compressed, the gas is further compressed to achieve a buffering effect.

4. A vertical take-off and landing fixed-wing aircraft according to claim 2, characterized in that: The power cylinder is connected to a controller; The extension and retraction and control of the power cylinder are achieved through the controller.

5. The vertical take-off and landing fixed-wing aircraft according to claim 1, characterized in that: The telescopic assembly comprises: a fixed rod and a telescopic rod; the fixed rod is connected to the wing-body assembly, the telescopic rod is connected to the tail assembly, and the fixed rod is slidably connected to the telescopic rod.

6. A vertical take-off and landing fixed-wing aircraft according to claim 5, characterized in that: The fixed rod and the telescopic rod are controlled by a motor and a gear rack mechanism.

7. A vertical take-off and landing fixed-wing aircraft according to claim 6, characterized in that: An energy-consuming element is provided; When the motor is powered off and connected in parallel with the energy-consuming element, the energy-consuming element is used to convert the force compression of the telescopic component into consumption of electrical energy.

8. The vertical take-off and landing fixed-wing aircraft according to claim 5, characterized in that: A shock absorber or a compression spring is connected between the fixed rod and the telescopic rod.

9. The vertical take-off and landing fixed-wing aircraft according to claim 5, characterized in that: The fixed rod and the telescopic rod are sleeve-connected, the rod on the outside is a conductor, and the rod on the inside is provided with a permanent magnet, and the buffering effect is achieved by utilizing the resistance generated by the movement of the permanent magnet in the conductor.

10. A vertical take-off and landing fixed-wing aircraft according to any one of claims 1 to 9, characterized in that: The telescopic assembly is provided with a locking assembly for limiting the telescopic assembly at a desired position.

11. A vertical take-off and landing fixed-wing aircraft according to any one of claims 1 to 9, characterized in that: The power assembly comprises: 2N+2 power groups, where N is a natural number; The power group includes: a bracket and a vector force group; one end of the bracket is connected to the wing-body assembly, and the other end is installed with the vector force group; The installation direction of the power group is: the pulling direction generated by the vector force group should be consistent with the heading direction of the aircraft in the fixed-wing cruising flight state.

12. A vertical take-off and landing fixed-wing aircraft according to any one of claims 1 to 9, characterized in that: The tail assembly is provided with moving wheels for contacting the ground.

13. A vertical take-off and landing fixed-wing aircraft according to any one of claims 1 to 9, characterized in that: The wing-body assembly is provided with a storage space, and the storage space can be used as a cargo hold or a passenger hold; If the accommodating space is used as a manned cabin, it includes: an inner cavity wall, an inner wall filling body, a manned cavity and an aircraft controller; the inner wall filling body is arranged on the inner cavity wall, the manned cavity is composed of the inner wall filling body, and the aircraft controller is located in the manned cavity; the inner wall filling body is a flexible body; and the accommodating space is provided with a door.

14. A vertical take-off and landing fixed-wing aircraft according to claim 13, characterized in that: An internal protective airbag is arranged in or on the inner surface of the inner wall filler, which can fill the manned cavity during forced landing.

15. A vertical take-off and landing fixed-wing aircraft according to any one of claims 1 to 9, characterized in that: The wing-body assembly is provided with an openable parachute.

16. A vertical take-off and landing fixed-wing aircraft according to any one of claims 1 to 9, characterized in that: The wing-body assembly is provided with an outboard safety airbag which can be opened.

17. A vertical take-off and landing fixed-wing aircraft according to any one of claims 1 to 9, characterized in that: The wing-body assembly is provided with a power energy compartment, an emergency energy compartment and an article storage compartment; the power energy compartment, the article storage compartment and the wing-body assembly are designed to be separable.

18. The vertical take-off and landing fixed-wing aircraft according to claim 13, characterized in that: A boarding device is provided below the door.

19. The vertical take-off and landing fixed-wing aircraft according to claim 1, characterized in that: The outer wing of the wing-body assembly has a folding function.

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