Vertical take-off and landing aviation aircraft driven by tandem double vectors

Abstract

The invention provides a vertical take-off and landing aviation aircraft driven by tandem double vectors, which belongs to the technical field of aviation aircrafts and comprises an aircraft body, rotors, front vector drivers and rear vector drivers. The rotor wing is rotationally connected to the top end of the middle of the fuselage through a rotor wing shaft, and the front vector driver and the rear vector driver are rotationally connected to the front portion and the rear portion of the fuselage through mounting shafts perpendicular to the horizontal mounting face of the fuselage correspondingly and located below the rotating plane of the rotor wing; the center line of the mounting shaft and the center line of the rotor shaft are positioned in the longitudinal vertical symmetry plane of the fuselage; thrust vectors generated by the front vector driver and the rear vector driver balance reverse torque brought by rotation of the rotor wings in the hovering / vertical lifting and cruising stages of the aircraft, and the aircraft is pushed to fly. The aircraft is simple and easy to implement, high in safety, low in cost, long in endurance time and large in load capacity.

Description

Technical Field

[0001] The invention relates to a vertical take-off and landing aircraft, in particular to a tandem double-vector driven vertical take-off and landing aircraft, belonging to the technical field of aircraft. Background Art

[0002] As the popularity and attention of the low-altitude economy continues to increase, it has not only opened up a new track for economic development, spawned new business models and new formats, but also established a new direction for the development of science and technology and the gathering of innovative resources. As an important carrier and support for the development of the low-altitude economy, vertical take-off and landing aircraft have received more and more attention from scientific research institutions / manufacturers. New concepts, new transformations, and new solutions such as multi-rotor aircraft, tilt-rotor aircraft, and compound helicopters are constantly emerging, and some manufacturers have launched trial operation products to the market.

[0003] Multi-rotor aircraft is the fastest growing type of vertical take-off and landing aircraft. Multiple rotors are distributed in the same or parallel horizontal planes to provide lift together. It is a hot spot in the development of electric vertical take-off and landing aircraft eVTOL (electric Vertical Take-off and Landing). Its disadvantages are also prominent. The multi-rotor layout reduces the rotor diameter exponentially, greatly reduces the efficiency of the rotor, and significantly reduces the lift generated by the same input power. The aerodynamic layout resistance of the multi-rotor is relatively large, which directly affects the hovering time and carrying capacity improvement. For the above reasons, multi-rotor aircraft are currently mostly used in unmanned short-term flight, low-load aerial photography, reconnaissance, simple airdrops and other scenarios.

[0004] Typical representatives of tilt-rotor aircraft are V-22 and V-280. Their outstanding advantage is that they have the technical advantages of both helicopters and fixed-wing aircraft. They can achieve vertical take-off and landing, hovering and level flight by flexibly rotating the rotor between vertical and horizontal positions. They have a large carrying capacity, long flight time and high level flight speed, but their control system is complex, their reliability is relatively low, and their purchase price is expensive. They are currently mainly used in the defense and military industry.

[0005] For other traditional single-rotor helicopters, the vertical tail rotor that balances the reverse torque of the fuselage consumes about 15% of the power, and a longer tail is required to ensure that the torque relative to the center of mass is large enough, which increases the space constraints required for takeoff and landing; in low-speed flight and hovering, the lateral force generated by the vertical tail rotor requires the helicopter rotor to be balanced by periodic pitch change, which not only wastes energy, but also increases the complexity of helicopter design and control, and increases costs. Although compound helicopters have undergone a long period of development and have advantages such as high speed and compact structure, their high price, relatively low reliability and safety restrict their large-scale promotion and application.

[0006] Although there are many types of vertical take-off and landing aircraft currently available, they are still difficult to commercialize, productize, and apply on a large scale due to factors such as procurement cost, load capacity, endurance time, operating cost, and reliability. We still need a vertical take-off and landing aircraft that is generally recognized by the public, capital, and the market and suitable as a carrier for the development of the low-altitude economy. Summary of the invention

[0007] In order to meet the current comprehensive performance requirements of vertical take-off and landing aircraft for low purchase cost, low operating cost, large load capacity, long endurance time, high reliability and convenient maneuverability, the present invention provides a tandem dual-vector driven vertical take-off and landing aircraft.

[0008] A tandem dual vector driven vertical take-off and landing aircraft, comprising a fuselage, a rotor, a front vector drive, and a rear vector drive;

[0009] The rotor is mounted on the top of the middle part of the fuselage through the rotor shaft in a rotational connection manner. The front vector drive and the rear vector drive are respectively mounted on the front part and the rear part of the fuselage through the mounting shafts perpendicular to the horizontal mounting surface of the fuselage in a rotational connection manner. Both are located below the rotating plane of the rotor disc. The centerline of the mounting shaft and the centerline of the rotor shaft are both located in the longitudinal vertical symmetry plane of the fuselage.

[0010] The fuselage includes a power system for driving the rotor shaft to rotate the rotor, and a servo system required to drive the front vector drive and the rear vector drive to rotate about the mounting axis;

[0011] The rotor blade plane can be set to be parallel to the horizontal mounting surface of the fuselage and to be tilted backward. The rotor can be driven by the power system in the fuselage to rotate to generate the lift required for hovering, and can also be driven to rotate by air flow when the blade blade plane and the horizontal mounting surface of the fuselage are tilted backward, generating the lift required for hovering in the form of an autorotating rotor.

[0012] The front vector drive and the rear vector drive are power devices that generate thrust. Under the action of the servo system inside the fuselage, the front vector drive and the rear vector drive rotate in azimuth around their respective mounting axes in a plane parallel to the horizontal mounting surface of the fuselage. The thrust vector generated rotates around the mounting axis in a plane parallel to the horizontal mounting surface of the fuselage. The thrust generated by the front vector drive and the rear vector drive is adjustable.

[0013] Furthermore, the front vector drive and the rear vector drive are any power device selected from the group consisting of a turbojet engine, a turbofan engine, a turbopropeller, an internal combustion engine driven propeller, an electrically driven propeller, and an electrically driven shaftless fan.

[0014] Furthermore, when the propeller disc plane of the rotor is set in a state parallel to the horizontal mounting surface of the fuselage, the rotor rotates at high speed driven by the power system in the fuselage to generate lift, and the front vector driver and the rear vector driver adjust the magnitude of the thrust generated and under the action of the servo system in the fuselage, rotate around their respective mounting axes until the thrust vectors generated by them are perpendicular to the longitudinal vertical symmetry plane of the fuselage, and the two thrust vectors are equal in magnitude and opposite in direction, and the torque formed by the two thrust vectors is equal in magnitude and opposite in direction to the reverse torque transmitted to the fuselage by the rotation of the rotor, so that the vertical take-off and landing aircraft achieves hovering / vertical takeoff and landing.

[0015] Furthermore, the front vector drive and the rear vector drive are also provided with a pitch servo system at the connection with the mounting shaft, which is used to enable the front vector drive and the rear vector drive to perform azimuth rotation around the mounting shaft in a plane parallel to the horizontal mounting surface of the fuselage, and also to perform pitch rotation in a plane passing through the center line of each mounting shaft and perpendicular to the horizontal mounting surface of the fuselage, and the thrust vector generated is accompanied by steering.

[0016] Furthermore, during the hovering and flight of the vertical take-off and landing aircraft, by controlling the thrust of the front vector drive and the rear vector drive and the rotation of the pitch servo system, the thrust vector generated is pitched in a plane passing through the center lines of the respective mounting axes and perpendicular to the horizontal mounting surface of the fuselage, thereby forming a rolling and pitching moment relative to the center of mass of the vertical take-off and landing aircraft, which is used for the flight attitude control of the vertical take-off and landing aircraft.

[0017] Furthermore, when the propeller disc plane of the rotor is set in a state parallel to the horizontal mounting surface of the fuselage, the rotor rotates at high speed driven by the power system in the fuselage to generate lift, and the front vector driver and the rear vector driver adjust the magnitude of the thrust generated and rotate around their respective mounting axes under the action of the servo system in the fuselage until the thrust vectors generated by them have equal components on the longitudinal vertical symmetry plane of the fuselage, and have equal magnitudes and opposite directions on the plane perpendicular to the longitudinal vertical symmetry plane of the fuselage, and the torque formed by the components of the two thrust vectors on the plane perpendicular to the longitudinal vertical symmetry plane of the fuselage is equal in magnitude and opposite in direction to the reverse torque transmitted to the fuselage by the rotation of the rotor, and the vertical take-off and landing aircraft accelerates to fly forward / backward.

[0018] Furthermore, the propeller plane of the rotor is set to a backward state with respect to the horizontal mounting surface of the fuselage during the process of accelerating forward flight of the vertical take-off and landing aircraft. The front vector drive and the rear vector drive are rotated around their respective mounting axes under the action of the servo system in the fuselage until the thrust vectors generated by them coincide with the longitudinal vertical symmetry plane of the fuselage, and both are directed in the forward direction of the vertical take-off and landing aircraft. At the same time, the power system in the fuselage disconnects the drive to the rotor, and the rotor rotates under the drive of the air flow without generating reverse torque. The vertical take-off and landing aircraft cruises in the autogyro mode under the propulsion of the front vector drive and the rear vector drive.

[0019] The beneficial technical effects achieved by the present invention are:

[0020] The use of a large-diameter single-rotor design can achieve higher efficiency. Under the same power and external dimensions, more rotorcraft can obtain greater lift and less flight resistance. The torque formed by the thrust vectors generated by the front vector drive and the rear vector drive balances the reverse torque brought to the fuselage by the rotation of the rotor. On the one hand, it can effectively reduce the longitudinal length of the fuselage. On the other hand, it also avoids the problem that the helicopter needs to additionally balance the lateral thrust generated by the tail rotor when using the tail rotor torque balance method. Except for the hovering state, during the flight, the thrust generated by the front and rear vector drives is used to drive the aircraft to fly. Compared with the helicopter tail rotor, more than 15% of the power is consumed to balance the reverse torque, which improves energy utilization. The design of front and rear dual vector drives and autorotating rotors simplifies the complexity of system design, which is conducive to significantly reducing procurement costs while improving flight safety performance. Based on the aforementioned improved rotor efficiency, reduced resistance, and improved energy utilization, the aircraft can achieve a larger transport load and a longer hovering time.

[0021] Other features and advantages of the present invention will be described in the following description, and partly become apparent from the description, or be understood by practicing the present invention. The purpose and other advantages of the present invention can be realized and obtained by the structures particularly pointed out in the written description, claims, and drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] Figure 1 is a left front lower view of the first specific embodiment of the present invention;

[0023] Figure 2 is a front view of a first specific embodiment of the present invention;

[0024] Figure 3 is a left side view of the first specific embodiment of the present invention;

[0025] Figure 4 is a top view of a first specific embodiment of the present invention;

[0026] Figure 5 is a left front lower view of the first specific embodiment of the present invention in a hovering state;

[0027] Figure 6 is a front view of the hovering state of the first specific embodiment of the present invention;

[0028] Figure 7 is a left view of the hovering state of the first specific embodiment of the present invention;

[0029] Figure 8 is a top view of the hovering state of the first specific embodiment of the present invention;

[0030] Fig. 9 It is a left front lower view of the hover-to-cruise state of the first specific example of the present invention;

[0031] Fig.10 is a front view of the hover-to-cruise state of the first specific embodiment of the present invention;

[0032] Fig.11 It is a left view of the hovering-to-cruise state of the first specific example of the present invention;

[0033] Fig.12 is a top view of the hovering-to-cruise state of the first specific example of the present invention;

[0034] Fig.13 is a left front lower view of the first specific example of the present invention in a cruising state;

[0035] Fig.14 is a front view of the first embodiment of the present invention in a cruising state;

[0036] Fig.15 is a left view of the first specific embodiment of the present invention in a cruising state;

[0037] Fig.16 It is a left front lower view of the second specific embodiment of the present invention.

[0038] Reference numerals: 1. fuselage; 2. rotor; 3. front vector drive; 4. rear vector drive. DETAILED DESCRIPTION

[0039] The specific implementation of the present invention is further described below in conjunction with the accompanying drawings. It should be noted here that the description of the implementation scheme and the upper, lower, front, rear, left, right, etc. mentioned are only used to help understand the description of the present invention in conjunction with the positions in the accompanying drawings, but do not constitute a limitation of the present invention. In addition, the technical features involved in the implementation of the present invention described below can be combined with each other as long as they do not conflict with each other, and any other additions, reductions, integrations, changes or other equivalent replacement methods that do not deviate from the technical solution of the present invention are included in the protection scope of the patent of the present invention.

[0040] like Figure 1 to Figure 4 As shown, a tandem dual-vector driven vertical take-off and landing aircraft includes a fuselage 1, a rotor 2, a front vector drive 3, and a rear vector drive 4.

[0041] The rotor 2 is mounted on the top of the middle part of the fuselage 1 by a rotational connection through a rotor shaft. The rotor 2 adopts a large-diameter, multi-blade design. The front vector drive 3 and the rear vector drive 4 are respectively mounted on the front upper surface of the fuselage 1 and the rear upper surface of the fuselage 1 by a rotational connection through a mounting shaft perpendicular to the horizontal mounting surface of the fuselage 1. Both are located below the rotation plane of the rotor disc of the rotor 2, and the center line of the mounting shaft and the center line of the rotor shaft are both located in the longitudinal vertical symmetry plane of the fuselage 1.

[0042] In addition to the structure and aerodynamic shape required for flight, the fuselage 1 also includes a power system that drives the rotor shaft to drive the rotor 2 to rotate, a servo system required to drive the front vector drive 3 and the rear vector drive 4 to rotate around the installation axis, and necessary mechanical and electrical systems such as ailerons and rudders.

[0043] The propeller disc plane of rotor 2 can be set to two states: parallel to the horizontal mounting surface of fuselage 1 and tilted backward. Rotor 2 can be driven by the power system in fuselage 1 to rotate to generate the lift required for hovering, and can also be driven to rotate by air flow when the propeller disc plane and the horizontal mounting surface of fuselage 1 are in a tilted backward state, thereby generating hovering lift in the form of an autorotating rotor.

[0044] The front vector driver 3 and the rear vector driver 4 are electrically driven axial fan engines. Under the action of the servo system in the fuselage 1, the front vector driver 3 and the rear vector driver 4 can rotate in azimuth around their respective installation axes in a plane parallel to the horizontal installation surface of the fuselage 1. The thrust vector generated by the front vector driver 3 and the rear vector driver 4 rotates around the installation axis in a plane parallel to the horizontal installation surface of the fuselage 1. The thrust generated by the front vector driver 3 and the rear vector driver 4 is adjustable.

[0045] The front vector driver 3 and the rear vector driver 4 are provided with a pitch servo system at the connection with the mounting axis, so that the front vector driver 3 and the rear vector driver 4 can perform azimuth rotation around the mounting axis in a plane parallel to the horizontal mounting surface of the fuselage 1, and can also perform pitch rotation in a plane passing through the center line of each mounting axis and perpendicular to the horizontal mounting surface of the fuselage 1, and the thrust vector generated is accompanied by steering.

[0046] like Figures 5 to 8 As shown, the disc plane of the rotor 2 is arranged in a state parallel to the horizontal mounting surface of the fuselage 1. The rotor 2 rotates at high speed to generate lift under the drive of the power system in the fuselage 1. The front vector driver 3 and the rear vector driver 4 adjust the thrust generated and rotate around their respective mounting axes under the action of the servo system in the fuselage 1 until the thrust vectors generated by them are perpendicular to the longitudinal vertical symmetry plane of the fuselage 1, and the two thrust vectors are equal in magnitude and opposite in direction. The torque formed by the two thrust vectors is equal in magnitude and opposite in direction to the reverse torque transmitted to the fuselage 1 by the rotation of the rotor 2, thereby realizing the hovering / vertical lifting and lowering of the aircraft.

[0047] like Figures 9 to 12As shown, the disc plane of the rotor 2 is arranged in a state parallel to the horizontal mounting surface of the fuselage 1. The rotor 2 rotates at a high speed to generate lift under the drive of the power system in the fuselage 1. The front vector driver 3 and the rear vector driver 4 adjust the magnitude of the thrust generated and rotate around their respective mounting axes under the action of the servo system in the fuselage 1 until the thrust vectors generated by them have equal components on the longitudinal vertical symmetry plane of the fuselage 1, equal components on the longitudinal vertical symmetry plane perpendicular to the fuselage 1 and opposite directions, and the torque formed by the components of the two thrust vectors on the longitudinal vertical symmetry plane perpendicular to the fuselage 1 is equal in magnitude and opposite in direction to the reverse torque transmitted to the fuselage 1 by the rotation of the rotor 2, thereby realizing the accelerated forward / backward flight of the aircraft.

[0048] like Figure 13 to Figure 15 As shown, during the process of the aircraft accelerating forward flight, the disc plane of the rotor 2 is set in a backward state with respect to the horizontal mounting surface of the fuselage 1, and the front vector driver 3 and the rear vector driver 4 are rotated around their respective mounting axes under the action of the servo system in the fuselage 1 until the thrust vectors generated by them coincide with the longitudinal vertical symmetry plane of the fuselage 1, and both are directed toward the forward direction of the aircraft. At the same time, the power system in the fuselage 1 disconnects the drive to the rotor 2, and the rotor 2 rotates under the drive of the incoming air flow without generating reverse torque. The aircraft is propelled by the front vector driver 3 and the rear vector driver 4 and cruises in the autogyro mode.

[0049] During the hovering and flying process of the aircraft, by controlling the thrust of the front vector driver 3 and the rear vector driver 4 and the rotation of the pitch servo system, the thrust vector generated is pitched in a plane passing through the center line of each mounting axis and perpendicular to the horizontal mounting surface of the fuselage 1, forming a rolling and pitching moment relative to the center of mass of the aircraft, which is used for the flight attitude control of the aircraft.

[0050] Fig.16 A second specific embodiment of the present invention is given, which is different from the first specific embodiment in that the front vector drive 3 and the rear vector drive 4 are turboprop engines. Except for the difference in appearance, other structures and interactions are the same as those of the aforementioned electrically driven shaft fan engine, and are not described in detail here. According to actual needs, the front vector drive 3 and the rear vector drive 4 can also select any power device that can generate thrust, such as a turbojet engine, a turbofan engine, an internal combustion engine driven propeller, an electrically driven propeller, an electrically driven shaftless fan, etc.

[0051] The beneficial technical effects achieved by this specific embodiment are:

[0052] The use of a large-diameter, multi-blade single-rotor design can achieve higher efficiency. Under the same power and external dimensions, more rotorcraft can obtain greater lift and less flight resistance. The torque formed by the thrust vectors generated by the front vector drive and the rear vector drive balances the reverse torque brought to the fuselage by the rotation of the rotor. On the one hand, it can effectively reduce the longitudinal length of the fuselage, and on the other hand, it avoids the problem that the helicopter needs to additionally balance the lateral thrust generated by the tail rotor when using the tail rotor torque balance method. Except for the hovering state, during the flight, the thrust generated by the front and rear vector drives is used to drive the aircraft to fly. Compared with the helicopter tail rotor, more than 15% of the power is consumed to balance the reverse torque, which improves the energy utilization rate. The front and rear dual vector drives select the design of an electrically driven axial fan engine and an autorotating rotor to simplify the complexity of the system design, which is conducive to significantly reducing the procurement cost and improving the flight safety performance. Based on the aforementioned improved rotor efficiency, reduced resistance and improved energy utilization, the aircraft can achieve a larger transport load and a longer hovering time.

[0053] The above are only preferred embodiments of the present invention and are not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present invention should be included in the protection scope of the present invention.

Claims

1. A tandem dual vector driven vertical take-off and landing aircraft, comprising a fuselage (1) and a rotor (2), characterized in that: It also includes a front vector driver (3) and a rear vector driver (4); The rotor (2) is mounted on the top of the middle part of the fuselage (1) in a rotatable connection manner via a rotor shaft, and the front vector driver (3) and the rear vector driver (4) are respectively mounted on the front part of the fuselage (1) and the rear part of the fuselage (1) in a rotatable connection manner via mounting shafts perpendicular to the horizontal mounting surface of the fuselage (1), and are both located below the rotating plane of the rotor disc of the rotor (2), and the centerline of the mounting shaft and the centerline of the rotor shaft are both located within the longitudinal vertical symmetry plane of the fuselage (1); The fuselage (1) comprises a power system for driving the rotor shaft to drive the rotor (2) to rotate, and a servo system required for driving the front vector drive (3) and the rear vector drive (4) to rotate around the installation axis; The rotor (2) can be arranged in two states: parallel to the horizontal mounting surface of the fuselage (1) and tilted backwards. The rotor (2) can be driven by a power system in the fuselage (1) to rotate to generate lift required for hovering, and can also be driven to rotate by air flow when the rotor plane is tilted backwards from the horizontal mounting surface of the fuselage (1) to generate lift required for hovering in the air in the form of an autorotating rotor. The front vector driver (3) and the rear vector driver (4) are power devices for generating thrust. Under the action of a servo system in the fuselage (1), the front vector driver (3) and the rear vector driver (4) rotate in azimuth about their respective mounting axes in a plane parallel to the horizontal mounting surface of the fuselage (1). The thrust vector generated rotates along with the mounting axes in a plane parallel to the horizontal mounting surface of the fuselage (1). The thrust generated by the front vector driver (3) and the rear vector driver (4) is adjustable.

2. The vertical take-off and landing aircraft according to claim 1, characterized in that: The front vector drive (3) and the rear vector drive (4) are any power device selected from the group consisting of a turbojet engine, a turbofan engine, a turbopropeller, an internal combustion engine driven propeller, an electrically driven propeller, and an electrically driven shaftless fan.

3. The vertical take-off and landing aircraft according to claim 1 or 2, characterized in that: When the rotor disc plane of the rotor (2) is arranged in a state parallel to the horizontal mounting surface of the fuselage (1), the rotor (2) is driven by the power system in the fuselage (1) to rotate at high speed to generate lift, and the front vector driver (3) and the rear vector driver (4) adjust the magnitude of the thrust generated and rotate around their respective mounting axes under the action of the servo system in the fuselage (1) until the thrust vectors generated by them are perpendicular to the longitudinal vertical symmetry plane of the fuselage (1), and the two thrust vectors are equal in magnitude and opposite in direction, and the torque formed by the two thrust vectors is equal in magnitude and opposite in direction to the reverse torque transmitted to the fuselage (1) by the rotation of the rotor (2), so that the vertical take-off and landing aircraft can achieve hovering / vertical take-off and landing.

4. The vertical take-off and landing aircraft according to claim 3, characterized in that: The front vector driver (3) and the rear vector driver (4) are also provided with a pitch servo system at the connection with the mounting shaft, which is used to enable the front vector driver (3) and the rear vector driver (4) to rotate in azimuth around the mounting shaft in a plane parallel to the horizontal mounting surface of the fuselage (1), and also to rotate in pitch in a plane passing through the center line of each mounting shaft and perpendicular to the horizontal mounting surface of the fuselage (1), and the thrust vector generated is accompanied by steering.

5. The vertical take-off and landing aircraft according to claim 4, characterized in that: During the hovering and flying process of the vertical take-off and landing aircraft, the thrust magnitudes of the front vector driver (3) and the rear vector driver (4) and the rotation of the pitch servo system are controlled so that the thrust vector generated is pitched in a plane passing through the center lines of the respective mounting axes and perpendicular to the horizontal mounting surface of the fuselage (1), thereby forming a rolling and pitching moment relative to the mass center of the vertical take-off and landing aircraft, which is used for controlling the flight attitude of the vertical take-off and landing aircraft.

6. The vertical take-off and landing aircraft according to claim 1 or 2, characterized in that: When the rotor disc plane of the rotor (2) is arranged in a state parallel to the horizontal mounting surface of the fuselage (1), the rotor (2) is driven by the power system in the fuselage (1) to rotate at high speed to generate lift, and the front vector driver (3) and the rear vector driver (4) adjust the magnitude of the thrust generated and rotate around their respective mounting axes under the action of the servo system in the fuselage (1) until the thrust vectors generated by them have equal components on the longitudinal vertical symmetry plane of the fuselage (1), equal components on the longitudinal vertical symmetry plane perpendicular to the fuselage (1) and opposite directions, and the torque formed by the components of the two thrust vectors on the longitudinal vertical symmetry plane perpendicular to the fuselage (1) and the reverse torque transmitted to the fuselage (1) by the rotation of the rotor (2) are equal in magnitude and opposite in direction, and the vertical take-off and landing aircraft accelerates to fly forward / backward.

7. The vertical take-off and landing aircraft according to claim 1 or 2, characterized in that: The rotor (2) has a disc plane that is set to be in a backward tilted state relative to the horizontal mounting surface of the fuselage (1) during the acceleration of the vertical take-off and landing aircraft forward flight. The front vector driver (3) and the rear vector driver (4) are rotated around their respective mounting axes under the action of the servo system in the fuselage (1) until the thrust vectors generated by them coincide with the longitudinal vertical symmetry plane of the fuselage (1) and the directions are both toward the forward direction of the vertical take-off and landing aircraft. At the same time, the power system in the fuselage (1) disconnects the drive to the rotor (2), and the rotor (2) rotates under the drive of the air flow without generating reverse torque. The vertical take-off and landing aircraft cruises in an autogyro mode under the propulsion of the front vector driver (3) and the rear vector driver (4).

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