Vertical take-off and landing aircraft adopting wingtip array ducted fans to drive rotor wings

Abstract

The invention provides a vertical take-off and landing aircraft adopting wingtip array ducted fan driving rotors, which belongs to the technical field of aviation aircrafts and comprises an aircraft body, wingtip driving rotors, propellers, collector rings and a power supply system. The wingtip driving rotor is rotationally connected to the top end of the middle of the fuselage through a rotor shaft, the array ducted fan is mounted at the tip of a rotor blade of the wingtip driving rotor, a collector ring is connected with a fixed part of the fuselage and the rotating rotor shaft, and a power supply, state monitoring and control cable of the array ducted fan is connected to a power supply system on the fuselage through the collector ring; the array ducted fans generate thrust after being powered on, the driving wingtips drive the rotors to rotate at a high speed to generate lift force needed by air suspension, and the propellers generate thrust for forward flying of the aircraft. The aircraft does not need to be provided with a power device for overcoming reverse torque, complex gear reduction and transmission mechanisms do not need to be arranged for the rotors, and the scheme 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 vertical take-off and landing aircraft that adopts a wingtip array ducted fan to drive a rotor, and belongs to the technical field of aviation aircraft. Background Art

[0002] In the development history of vertical take-off and landing aircraft, engineering and technical personnel have developed a variety of vertical take-off and landing aircraft with wingtip jet-driven rotors. There are three main technical approaches: one is to directly install pulse jet engines and turbojet engines on the rotor wingtips for driving; the second is to install an air compressor on the fuselage to guide the compressed air to the jet nozzles at the rotor wingtips for jet driving; the third is to guide the high-temperature and high-pressure combustion gas generated by the engine on the fuselage to the jet nozzles at the rotor wingtips for jet driving.

[0003] Typical models that use the first approach include: the XH26 wingtip jet helicopter, which has a 7.3 kg XPJ49-AH-3 pulse jet engine symmetrically installed on each rotor wingtip, with a single thrust of 160 Newtons, a take-off weight of 320 kg, a maximum speed of 135 kilometers per hour, a range of 168 kilometers, and a ceiling of 2,000 meters; the YH32 Wasp wingtip jet helicopter, which has a 4.99 kg RG42 jet engine symmetrically installed on each rotor wingtip, with a single thrust of 180 Newtons.

[0004] Typical models using the second approach include: WN-342 rotary jet helicopter, which uses a 140 horsepower fuel engine to drive an air compressor. The compressed air enters the hollow rotor blade through the hollow hub and is ejected from the side of the blade end to drive the rotor to rotate. It has an empty weight of 430 kg, a maximum take-off weight of 640 kg, a rotor diameter of 10 meters, and a maximum flight speed of 48 kilometers per hour; Rotodyne autogyro, which uses two "Napier" NE rated power of 3250 shaft horsepower. I7 turboprop engine, each engine is used to drive a 4-blade pull-in propeller, and the rear extension shaft is also used to drive an axial flow compressor, which can generate about 20 kilograms of compressed air per second. The compressed air enters the hollow rotor blade through the hollow hub and is ejected from the side of the blade end. The jet airflow can generate 454 kilograms of thrust to drive the rotor to rotate. The aircraft is 17.88 meters long, 6.76 meters high, has a maximum take-off weight of 14,969 kilograms, a maximum flight speed of 322 kilometers per hour, and a range of 724 kilometers.

[0005] Typical models adopting the third approach include: XV-9A, which is equipped with two General Electric YT64-GE-6 jet engines with a power of 2,600 horsepower on the short axis of the wing. The rotor consists of three blades, each 80 cm wide. The high-temperature and high-pressure gas generated by the jet engine is guided through the hollow hub and blades to the wing tips for ejection. The fuselage length is 13.7 meters, the total height is 3.65 meters, the rotor diameter is 16.75 meters, the empty weight is 3,900 kilograms, the maximum takeoff weight is 6,940 kilograms, the maximum speed is 279 km / h, the range is 240 kilometers, and the ceiling is 3,505 meters.

[0006] It is known that compared with shaft-driven rotors, the prominent advantages of wing tip jet-driven rotors are mainly manifested in: simple composition, eliminating the heavy and complex reduction gear sets and transmission systems, reducing structural mass and space occupation; simple operation, the rotor drive and the fuselage drive are relatively independent, with less force coupling and interference between them, bringing about the simplification of the control system design. For example, the operation of the YH32 Wasp wing tip jet helicopter is as simple as having only two joysticks; low system complexity and relatively high reliability. The jet-driven rotor hardly causes reverse torque to the fuselage, eliminating the rotor torsion cancellation system such as the helicopter's balancing tail rotor, significantly reducing system complexity, and further reducing the fuselage length. Overall, it has many advantages such as a compact structure, simple operation, high reliability, and light weight.

[0007] At the same time, the existing wing tip jet-driven rotor technology also has relatively obvious disadvantages. The known application solutions either have high fuel consumption and high noise (the sharp whistling sound of the jet engine), or insufficient power and low efficiency, making it difficult to balance large payloads and long ranges; the gas paths of compressed air and high-temperature and high-pressure gas pass through the hub and blades, and there are also moving joints in the middle, which pose extremely high requirements for the performance of structural sealing, material pressure resistance, and high temperature resistance; installing relatively large-caliber pulse jet engines or turbojet engines at the wing tips significantly increases drag, making it difficult to rely on autorotation for descent when the engine is not working, reducing the safety of the aircraft. Due to the above reasons, after a period of development, helicopters with wing tip jet-driven rotors have finally failed to be scaled up for market application.

[0008] With the development of technology, under the joint promotion of low-altitude economy capital and popularity, the emergence of some new technologies and new products has brought innovative development opportunities for the development of vertical takeoff and landing aircraft with wing tip jet-driven rotors. Some problems that have troubled its marketization, productization, and scale can be effectively solved through innovative design, making it a highly competitive new type of vertical takeoff and landing aircraft in the new era. Summary of the Invention

[0009] In order to meet the current vertical take-off and landing aircraft's comprehensive performance requirements such as low purchase cost, low operating cost, large load capacity, long endurance time, high reliability and convenient maneuverability, and to overcome the defects of known wingtip jet-driven rotor vertical take-off and landing aircraft, the present invention provides a vertical take-off and landing aircraft that uses wingtip array ducted fans to drive the rotor.

[0010] A vertical take-off and landing aircraft using a wingtip array ducted fan to drive a rotor, comprising a fuselage, a wingtip drive rotor, a propeller, a merge ring, and a power supply system;

[0011] The fuselage is equipped with rudders and pitch rudders for attitude control, as well as control systems for controlling mechanical and electronic equipment;

[0012] The wingtip driven rotor comprises a hub, rotor blades, an array ducted fan, and a rotor shaft; the array ducted fan comprises an array duct and an electric drive fan; there are at least two rotor blades, which are fixed to one end of the rotor shaft through the hub; an array duct composed of one or more ducts is processed at the wingtip of the rotor blade; the central axis of each duct is parallel to the chord of the rotor blade; an electric drive fan is installed in each duct with the same rotation axis as the duct centerline; the other end of the rotor shaft is installed at the top of the fuselage in a rotating connection manner, perpendicular to the horizontal mounting surface of the fuselage, and the axis of the rotor shaft is located in the vertical symmetry plane of the fuselage;

[0013] The array ducted fan is used to drive the wing tip to drive the rotor to rotate to generate lift for the aircraft to stay in the air;

[0014] The propeller is used to generate the power required for the aircraft to move forward;

[0015] The merge ring includes a fixed part and a rotating part. The fixed part is fixedly connected to the fuselage. The rotating part is sleeved on the rotor shaft and rotates synchronously with the rotor shaft. Multiple lead cables are arranged on the fixed part and the rotating part respectively. The lead cables of the fixed part and the lead cables of the rotating part are connected one by one with an electrical contact rotating pair composed of conductors.

[0016] The start and stop, speed, and thrust of the array ducted fan are controlled by changing the power supply voltage and current of the cable connected to the electric drive fan; cable routing channels are reserved in the rotor blades, hub, and rotor shaft. The power supply cable, status feeder, and control cable of the array ducted fan pass through the routing channels and are connected one by one to the lead-out cable of the rotating part of the merge ring. The lead-out cable of the fixed part of the merge ring is sequentially connected to the control system and power supply system on the fuselage, realizing power transmission and signal interaction between the fuselage and the array ducted fan;

[0017] Power supply systems are used to control the disconnection or delivery of electrical energy of the required power and quality.

[0018] Furthermore, the propeller is 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.

[0019] Furthermore, the propeller is installed on the nose or tail of the fuselage or mounted on the wing.

[0020] Furthermore, the power supply system is a fuel generator and / or a battery.

[0021] Furthermore, the wingtip driven rotor also includes a swash plate, which is sleeved on the hub and the rotor shaft and is used to adjust the pitch of the rotor blades and the inclination angle of the rotor plate plane.

[0022] Furthermore, there are two states between the propeller disc plane of the wingtip driven rotor and the horizontal mounting surface of the fuselage: parallel and tilted back. In the parallel state, the wingtip driven rotor rotates driven by the array ducted fan to generate the lift required for the aircraft to stay in the air. During the flight, the propeller disc plane is adjusted to the tilted back state, the array ducted fan is partially or completely closed or the thrust is reduced, and the wingtip driven rotor is mainly driven by high-speed air flow to rotate to generate the lift required for staying in the air, and the aircraft switches to the autorotor flight state.

[0023] The beneficial technical effects achieved by the present invention are:

[0024] An array of ducted fans located at the rotor wingtips is used to drive the rotor to rotate at high speed to generate the lift required for hovering. Compared with traditional shaft-driven rotors, this eliminates the heavy and complex reduction gear set and transmission system, and can significantly reduce the structural mass and space occupancy at the same load-bearing capacity level; it almost does not cause reverse torque on the fuselage, and eliminates rotor torsion cancellation systems such as the helicopter's balanced tail rotor, which significantly reduces system complexity, has relatively high reliability, and high energy utilization; the rotor drive and fuselage drive are relatively independent, with less force coupling and interference between them, which simplifies the design of the control system.

[0025] Compared with the known wingtip jet-driven rotor vertical take-off and landing aircraft, there is no need to use blades, hubs, rotor shafts, etc. to transport high-temperature, high-pressure gases or fuel, which reduces the difficulty of sealing design and the requirements for material structure strength, and is conducive to reducing weight; the small-caliber electric-driven ducted fan reduces windward resistance, facilitates integration with the blade design, and the automated hood further reduces non-working resistance, and can fly and slow down in a self-propelled wing mode, further improving economy and safety; compared with wingtip-mounted pulse jet engines and turbojet engines, electric-driven fans have a lighter mass while generating the same thrust, which is conducive to reducing the inertia of the rotor and improving response speed and spin performance; the working status of some electric-driven fans in the array ducted fans can be selectively shut down or electrically adjusted during flight, thereby enhancing the flexibility, rapidity and economy of lift control; even if some electric-driven fans in the array ducted fans fail to work, other electric-driven fans can still maintain the safe descent of the aircraft, thereby improving reliability and safety; there is no high-temperature gas injection, the infrared feature is relatively small, and the stealth performance is improved; there is no whistling sound of high-temperature combustion jet of pulse jet engines and turbojet engines, and the noise control effect is good; compared with pulse jet engines and turbojet engines installed on the wingtips, electric-driven fans are low-cost, simple to maintain and quick to start.

[0026] 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

[0027] Figure 1 is a left rear top view of a first specific embodiment of the present invention;

[0028] Figure 2 is a top view of a first specific embodiment of the present invention;

[0029] Figure 3 is a left front bottom view of the power supply system in a separated state of the first specific embodiment of the present invention;

[0030] Figure 4 It is a left front bottom view of the power supply system in the integrated state of the first specific embodiment of the present invention;

[0031] Figure 5 It is a top view of the wingtip driven rotor and a partial enlarged view of the array ducted fan of the first specific embodiment of the present invention;

[0032] Figure 6 is a side elevation view of a wingtip driven rotor of a first specific embodiment of the present invention;

[0033] Figure 7is a partial enlarged top view of the blade and array duct of the first specific embodiment of the present invention;

[0034] Figure 8 is a partially enlarged front view of the array ducted fan of the first specific embodiment of the present invention;

[0035] Fig. 9 is a right rear bottom view of a power supply system in a separated state according to a second specific embodiment of the present invention;

[0036] Fig.10 It is a left front bottom view of the power supply system in the integrated state of the second specific embodiment of the present invention.

[0037] Figure numerals: 1. fuselage; 11. rudder; 12. pitch rudder; 2. wingtip driven rotor; 21. hub; 22. swash plate; 23. rotor blades; 24. array ducted fan; 241. array duct; 242. electric drive fan; 25. rotor shaft; 3. propeller; 4. merge ring; 5. power supply system; 51. fuel generator; 52. battery. DETAILED DESCRIPTION

[0038] 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.

[0039] like Figures 1 to 8 As shown, a first specific embodiment of a vertical take-off and landing aircraft that uses a wingtip array ducted fan to drive a rotor includes a fuselage 1, a wingtip drive rotor 2, a propeller 3, a merge ring 4, and a power supply system 5.

[0040] like Figure 1 to Figure 4 As shown, the fuselage 1 has the aerodynamic shape required for flight and the structure required for load bearing, and the tail of the fuselage 1 is equipped with a rudder 11 and a pitch rudder 12 for attitude control, as well as a control system for realizing the control of related mechanical and electronic equipment. In this specific embodiment, the power supply system 5 is a battery 52, which is installed at the bottom of the fuselage 1 and can be controlled to disconnect or transmit the required power and quality required electrical energy.

[0041] like Figures 1 to 8As shown, the wingtip driven rotor 2 includes a hub 21, a swash plate 22, rotor blades 23, an array ducted fan 24, and a rotor shaft 25. The number of rotor blades 23 is two or more, and all rotor blades 23 are fixed to one end of the rotor shaft 25 through the hub 21. An array duct 241 composed of one or more ducts is processed at the wingtip of each rotor blade 23, and the central axis of each duct is parallel to the chord of the rotor blade 23. An electric drive fan 242 is installed in each duct with the same rotation axis as the duct centerline. The array duct 241 and the electric drive fan 242 therein constitute an array ducted fan 24. The working state of each electric drive fan 242 in the array ducted fan 24 can be independently controlled. In this specific embodiment, the wing tip of each rotor blade 23 is configured with an array of 6 electrically driven fans. The electrically driven fans are small-caliber electrically adjustable ducted fans that are common in the market and have mature technology. The duct diameter is about 90 mm to reduce aerodynamic resistance. A single electrically adjustable ducted fan has a thrust of 50 Newtons, power consumption is less than 5 kilowatts, and weight is less than 500 grams. Each rotor blade 23 can generate a thrust of 300 Newtons. When the rotor blade 23 is 4 meters long, a single rotor blade 23 can generate a torque of up to 1200 Newton meters. The other end of the rotor shaft 25 is installed on the top of the fuselage 1 in a rotating connection manner, perpendicular to the horizontal mounting surface of the fuselage 1, and the axis of the rotor shaft 25 is located in the vertical symmetry plane of the fuselage 1, and the extension line of the axis of the rotor shaft 25 passes through or is close to the center of mass of the aircraft as much as possible.

[0042] It should be noted that when the number of rotor blades 23 is greater than two and is an even number, if reducing the number of array ducted fans 24 can still enable the wingtip-driven rotor 2 to reach the specified rotational speed, array ducted fans 24 may not be set on all rotor blades 23. To ensure stable operation, a number of two rotor blades 23 located in a straight line are selected to set array ducted fans 24 in pairs, and the other rotor blades 23 return to the normal rotor airfoil, with neither array ducts 241 nor electrically driven fans 242, so as to reasonably allocate power and reduce the headwind resistance caused by the ducts.

[0043] like Figure 5 , Figure 6 As shown, a swash plate 22 is sleeved on the hub 21 and the rotor shaft 25 for adjusting the pitch of the rotor blades 23 and the inclination angle of the rotor plate plane, thereby enhancing the attitude control capability of the aircraft during the hovering phase.

[0044] The propeller 3 is used to generate the power required for the aircraft to move forward. It can be any power device including a turbojet engine, a turbofan engine, a turbopropeller, an internal combustion engine driven propeller, an electric driven propeller, and an electric driven shaftless fan. It can be selectively installed at the nose, tail, or mounted on the wing according to the requirements of the aerodynamic and structural layout of the fuselage 1. Figure 1 to Figure 4As shown, in this specific embodiment, the propeller 3 adopts an electrically driven propeller, specifically an electrically driven coaxial reverse propeller propeller, which is powered by a battery 52 and is installed at the tail of the fuselage 1.

[0045] like Figure 5 , Figure 6 As shown, the slip ring 4 includes a fixed part and a rotating part, wherein the fixed part is fixedly connected to the fuselage, and the rotating part is sleeved on the rotor shaft 25 and rotates synchronously with the rotor shaft 25. The fixed part and the rotating part of the slip ring 4 are respectively arranged with multiple bundles of lead-out cables, and the lead-out cables of the fixed part and the lead-out cables of the rotating part are connected one by one by an electrical contact rotating pair composed of conductors.

[0046] The start / stop, speed, and thrust of the array ducted fan 24 are controlled by changing the supply voltage and current of the cable connected to the electric drive fan 242 .

[0047] Cable routing channels are reserved in the rotor blades 23, the hub 21, and the rotor shaft 25. The power supply cable, status feeder, and control cable of the array ducted fan 24 pass through the cable routing channels reserved in the rotor blades 23, the hub 21, and the rotor shaft 25 in turn and are connected to the lead-out cables of the rotating part of the slip ring 4 one by one. The lead-out cables of the fixed part of the slip ring 4 are sequentially connected to the control system and the battery 52 on the fuselage 1, so as to realize stable power transmission and signal interaction between the fuselage 1 and the array ducted fan 24 rotating relative to it.

[0048] When the aircraft is working, the battery 52 is controlled to supply power to the array ducted fan 24, and the electrically driven fan 242 rotates at high speed. The fan blades squeeze and spray air in the duct to generate thrust, which acts vertically on the rotor blades 23 in the propeller disc plane and forms a rotational torque on the hub 21, driving the wingtip driven rotor 2 to rotate at high speed around the rotor shaft 25. The rotor blades 23 generate lift to keep the aircraft in the air under the action of the incoming air flow. The size of the lift is controlled by adjusting the voltage and current delivered by the battery 52 to change the thrust of the array ducted fan 24 and then change the speed of the wingtip driven rotor 2. It can also be controlled by adjusting the pitch of the rotor blades 23 by the swash plate 22. The propeller 3 works to generate thrust, driving the aircraft to fly forward, and the rudder 11 and the pitch rudder 12 are controlled to adjust and change the flight attitude.

[0049] The propeller disc plane of the wingtip driven rotor 2 can be set to two states: parallel to the horizontal mounting surface of the fuselage 1 and tilted back. The wingtip driven rotor 2 can rotate under the drive of the array ducted fan 24 to generate the lift required for the aircraft to stay in the air, and the propeller disc plane can be adjusted to a tilted state with respect to the horizontal mounting surface of the fuselage 1 during flight. At this time, the array ducted fan 24 is partially or completely closed, and the wingtip driven rotor 24 is driven to rotate by the high-speed air flow to generate the lift required for staying in the air, and the aircraft switches to the autorotor flight state.

[0050] Fig. 9 , Fig.10 The second specific embodiment of the present invention is shown, which is different from the first specific embodiment in that: in addition to the battery 52, the power supply system 5 also includes a fuel generator 51, which is installed above the fuselage 1 and below the wingtip drive rotor 2, and the battery 52 is installed below the fuselage 1. The power of the fuel generator 51 is generated by the turboshaft engine, and the output power is used to drive the array ducted fan 24, the propeller 3 and charge the battery 52. ​​When the fuel generator 51 is not working, the battery 52 provides power to the array ducted fan 24 and the propeller 3. This specific embodiment provides additional power supply through the fuel generator 51 to make up for the defect of insufficient energy density of the current battery 52, and can further improve the driving ability and endurance time.

[0051] As a third specific embodiment of the present invention, the power supply system 5 may also only include the fuel generator 51, but the fuel generator 51 cannot provide power supply when it is not started.

[0052] The beneficial technical effects achieved by this specific embodiment are:

[0053] An array of ducted fans located at the rotor wingtips is used to drive the rotor to rotate at high speed to generate the lift required for hovering. Compared with traditional shaft-driven rotors, this eliminates the heavy and complex reduction gear set and transmission system, and can significantly reduce the structural mass and space occupancy at the same load-bearing capacity level; it almost does not cause reverse torque on the fuselage, and eliminates rotor torsion cancellation systems such as the helicopter's balanced tail rotor, which significantly reduces system complexity, has relatively high reliability, and high energy utilization; the rotor drive and fuselage drive are relatively independent, with less force coupling and interference between them, which simplifies the design of the control system.

[0054] Compared with the known wingtip jet-driven rotor vertical take-off and landing aircraft, there is no need to use blades, hubs, rotor shafts, etc. to transport high-temperature, high-pressure gases or fuel, which reduces the difficulty of sealing design and the requirements for material structure strength, and is conducive to reducing weight; the small-caliber electric-driven ducted fan reduces windward resistance, facilitates integration with the blade design, and the automated hood further reduces non-working resistance, and can fly and slow down in a self-propelled wing mode, further improving economy and safety; compared with wingtip-mounted pulse jet engines and turbojet engines, electric-driven fans have a lighter mass while generating the same thrust, which is conducive to reducing the inertia of the rotor and improving response speed and spin performance; the working status of some electric-driven fans in the array ducted fans can be selectively shut down or electrically adjusted during flight, thereby enhancing the flexibility, rapidity and economy of lift control; even if some electric-driven fans in the array ducted fans fail to work, other electric-driven fans can still maintain the safe descent of the aircraft, thereby improving reliability and safety; there is no high-temperature gas injection, the infrared feature is relatively small, and the stealth performance is improved; there is no whistling sound of high-temperature combustion jet of pulse jet engines and turbojet engines, and the noise control effect is good; compared with pulse jet engines and turbojet engines installed on the wingtips, electric-driven fans are low-cost, simple to maintain and quick to start.

[0055] 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 vertical take-off and landing aircraft using a wingtip array ducted fan to drive a rotor, comprising a fuselage (1), characterized in that: It also includes a wingtip drive rotor (2), a propeller (3), a slip ring (4), and a power supply system (5); The fuselage (1) is equipped with a rudder (11) and a pitch rudder (12) for attitude control, as well as a control system for controlling mechanical and electronic equipment; The wingtip driven rotor (2) comprises a hub (21), rotor blades (23), an array ducted fan (24), and a rotor shaft (25); the array ducted fan (24) comprises an array duct (241) and an electrically driven fan (242); the rotor blades (23) have at least two pieces, which are fixed to one end of the rotor shaft (25) through the hub (21); an array duct (241) composed of one or more ducts is processed at the wingtip of the rotor blade (23); the central axis of each duct is parallel to the chord of the rotor blade (23); an electrically driven fan (242) is installed in each duct with the same rotation axis as the duct centerline; the other end of the rotor shaft (25) is installed at the top of the fuselage (1) in a rotating connection manner, perpendicular to the horizontal installation surface of the fuselage (1); the axis of the rotor shaft (25) is located in the vertical symmetry plane of the fuselage (1); The array ducted fan (24) is used to drive the wing tip drive rotor (2) to rotate and generate lift for the aircraft to stay in the air; The propeller (3) is used to generate the power required for the aircraft to move forward; The collector ring (4) comprises a fixed part and a rotating part, the fixed part is fixedly connected to the fuselage (1), the rotating part is sleeved on the rotor shaft (25) and rotates synchronously with the rotor shaft (25), a plurality of lead cables are arranged on the fixed part and the rotating part respectively, and the lead cables of the fixed part and the lead cables of the rotating part are connected one by one by an electrical contact rotating pair composed of conductors; The start and stop, rotation speed and thrust of the array ducted fan (24) are controlled by changing the power supply voltage and current of the cable connected to the electric drive fan (242); cable routing channels are reserved in the rotor blades (23), the hub (21) and the rotor shaft (25); the power supply cable, the status feeder and the control cable of the array ducted fan (24) pass through the routing channels and are connected one by one to the lead-out cables of the rotating part of the merge ring (4); the lead-out cables of the fixed part of the merge ring (4) are sequentially connected to the control system and the power supply system (5) on the fuselage (1), so as to realize the power transmission and signal interaction between the fuselage (1) and the array ducted fan (24); The power supply system (5) is used for controlled disconnection or transmission of electric energy with required power and quality.

2. The vertical take-off and landing aircraft according to claim 1, characterized in that: The propeller (3) is 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 2, characterized in that: The propeller (3) is installed on the nose or tail of the fuselage (1) or mounted on a wing.

4. The vertical take-off and landing aircraft according to claim 1, characterized in that: The power supply system (5) is a fuel generator (51) and / or a battery (52).

5. The vertical take-off and landing aircraft according to claim 1, characterized in that: The wingtip driven rotor (2) further comprises a swash plate (22), wherein the swash plate (22) is sleeved on the hub (21) and the rotor shaft (25) and is used for adjusting the pitch of the rotor blades (23) and the inclination angle of the rotor plate plane.

6. The vertical take-off and landing aircraft according to claim 1, characterized in that: There are two states between the propeller plane of the wingtip driven rotor (2) and the horizontal mounting surface of the fuselage (1), namely parallel and tilted back. In the parallel state, the wingtip driven rotor (2) is driven by the array ducted fan (24) to rotate to generate the lift required for the aircraft to stay in the air. During flight, the propeller plane is adjusted to the tilted back state, the array ducted fan (24) is partially or completely closed or the thrust is reduced, and the wingtip driven rotor (2) is mainly driven to rotate by the high-speed air flow to generate the lift required for staying in the air, and the aircraft is switched to the autorotor flight state.

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