Tilt-rotor aircraft

Abstract

The invention discloses a tilt rotor aircraft, and relates to the field of aerospace. The tilt rotor aircraft comprises a fuselage, and a tilt multi-rotor system, a sensing device and a flight controller which are carried on the fuselage; the tilting multi-rotor system comprises a plurality of tilting rotors; in each tilting rotor, one end of a machine arm is fixed on the machine body, and a tilting driving device is mounted at the other end of the machine arm; a motor is mounted on the tilting driving device; the motor is connected with the paddle and used for driving the paddle to rotate according to a preset rotating speed; the tilting driving device is used for driving the motor and the blades to tilt by a preset angle. In the flight control process, the sensing device measures actual attitude data of the fuselage; the flight controller is used for analyzing and judging the actual attitude data, and when the actual attitude of the fuselage does not accord with the expected attitude, the attitude of the fuselage is adjusted by controlling the tilting angle of the blades and the rotating speed of the motor, so that the flight energy consumption can be remarkably reduced, and the flight cruising ability, the flight speed, the wind resistance, the stability and the safety are improved.

Description

Technical Field

[0001] This application relates to the field of aerospace technology, and particularly to a tilt-rotor aircraft. Background Art

[0002] Traditional multi-rotor unmanned aerial vehicles, also known as multi-rotor aircraft or multi-axis aircraft, are unmanned aerial vehicles (UAVs) that rely on multiple rotors to achieve hovering, takeoff, and landing in the air. Such multi-rotor unmanned aerial vehicles (hereinafter simply referred to as unmanned aerial vehicles) can be divided into three-axis (triangular layout), four-axis (common quadrilateral layout), six-axis (such as Y6 or X6 layout), and eight-axis (such as X8 or H layout) according to the number of rotors. The flight principle of multi-rotor unmanned aerial vehicles is mainly based on the following points.

[0003] Aerodynamic principle: The flight of a multi-rotor unmanned aerial vehicle is based on exerting a force on the air, and then according to Newton's third law - the law of action and reaction, the air will provide an equal and opposite reaction force to the unmanned aerial vehicle. This force is mainly achieved by generating a pressure difference on the air through the rotating blades. When the blades rotate rapidly, the air flow velocity above increases and the pressure decreases, while the air below remains at a higher pressure, thus forming an upward force. When this force is greater than the gravity of the unmanned aerial vehicle, the unmanned aerial vehicle can take off.

[0004] Flight direction control principle: A multi-rotor unmanned aerial vehicle adjusts its flight attitude by adjusting the rotational speeds of different rotors. For example, to make the unmanned aerial vehicle fly forward, the rotational speed of the rear rotors can be increased and the rotational speed of the front rotors can be decreased. In this way, the rear of the unmanned aerial vehicle will obtain a greater lift force than the front, and the whole unmanned aerial vehicle will form an angular difference and tilt forward, thus achieving the purpose of flying forward. Similarly, by adjusting the rotational speeds of the rotors in different directions, backward, leftward, rightward flight or rotation can be achieved. Rotation is achieved by changing the torque of the rotors. When the rotational speeds of a pair of diagonal rotors increase and the rotational speeds of the other pair of diagonal rotors decrease, due to the imbalance of the counter torque, the unmanned aerial vehicle will rotate around the vertical axis, thus achieving the rotation flight operation.

[0005] Stability and balance control principle: To maintain stability during flight, a multi-rotor unmanned aerial vehicle usually is equipped with sensors such as gyroscopes and accelerometers. These sensors can detect the attitude changes of the unmanned aerial vehicle and feedback the information to the flight controller. The flight controller adjusts the rotational speeds of each rotor according to the received information to maintain the attitude stability and flight balance of the unmanned aerial vehicle.

[0006] Thrust and lift control principle: The thrust generated by each rotor is downward. According to Newton's third law, the unmanned aerial vehicle will receive an equal and upward force, which is the lift force. By adjusting the rotational speed of the rotors to control the total lift force, the ascent or descent of the unmanned aerial vehicle can be controlled.

[0007] In summary, the flight principle of traditional multi-rotor drones is to achieve operations such as taking off, hovering, changing flight direction and altitude by precisely controlling the rotation speeds of multiple rotors. When a traditional multi-rotor drone moves in the pitch or roll direction, it tilts the entire fuselage by lowering the front half and raising the rear half to move forward. At this time, a huge resistance is formed on the windward side of the drone. Especially when the drone needs to fly at the same altitude, a huge amount of energy consumption will be wasted. And in this way, the overall tilt of the drone fuselage is limited, resulting in the flight speed of the drone not being able to reach high-speed movement. When the drone moves in the yaw direction, the drone relies on the rotation speed difference of the propeller blades to achieve the overall yaw. This method will cause huge energy consumption in the yaw direction rotation of the drone. At the same time, the wind resistance and stability of the drone in this way are also very limited. In addition, in terms of safety, when a certain propeller blade of the drone breaks or the power is damaged and cannot work, the drone is prone to spin in the air due to insufficient moment of inertia (torque), resulting in accidents. Summary of the Invention

[0008] In view of the problems pointed out in the background art, the present application provides a tilt-rotor aircraft to reduce flight energy consumption and improve flight endurance, flight speed, wind resistance, stability and safety.

[0009] To achieve the above object, the present application provides the following solutions.

[0010] The present application provides a tilt-rotor aircraft, including: a fuselage and a tilt multi-rotor system, a sensing device and a flight controller mounted on the fuselage; the tilt multi-rotor system includes a plurality of tilt rotors; each tilt rotor includes an arm, a tilt drive device, a motor and a propeller blade; in each tilt rotor, one end of the arm is fixed to the fuselage; the other end of the arm is provided with a tilt drive device; the tilt drive device is provided with a motor; the motor is connected to the propeller blade and is used to drive the propeller blade to rotate at a preset rotation speed; the tilt drive device is used to drive the motor and the propeller blade to tilt a preset angle; The flight controller is respectively connected to the sensing device, the tilt drive device and the motor; the sensing device is used to measure the actual attitude data of the fuselage and send it to the flight controller; the flight controller is used to analyze and judge the actual attitude data. When it is judged that the actual attitude of the fuselage does not match the expected attitude, the attitude of the fuselage is adjusted by controlling the tilt angle of the propeller blade and the rotation speed of the motor; the attitude of the fuselage includes height, horizontal position, speed, pitch angle, roll angle and yaw angle.

[0011] Optionally, the tilt drive device is a servo, an electric push rod, a hydraulic push rod or a tilt motor.

[0012] Optionally, the tilting angle of the blade is between -5° and 90°.

[0013] Optionally, the multiple tilt rotors are respectively installed in the nose direction, the tail direction, and the left and right sides of the fuselage; when the tilt rotor is installed in the nose direction, both the motor and the blade are installed forward; when the tilt rotor is installed in the tail direction, the motor is installed upside down at this time, and the blade is installed forward; when the tilt rotor is installed in the left and right sides of the fuselage, both the motor and the blade are installed forward.

[0014] Optionally, the flight controller is used to control the vertical lift of the fuselage. At this time, the tilting angles of all the blades are controlled to remain at 0°; when the actual height > the desired height, the speeds of all the motors are controlled to decrease, so as to control the descent of the fuselage; when the actual height < the desired height, the speeds of all the motors are controlled to increase, so as to control the ascent of the fuselage.

[0015] Optionally, when the tilt rotor aircraft needs to fly in a specified direction, the flight controller is also used to control the blades installed in the corresponding direction to tilt between -5° and 90°, so as to control the tilt rotor aircraft to fly in the specified direction.

[0016] Optionally, when the tilt rotor aircraft needs to decelerate or brake, the flight controller is also used to control the blades installed in the current flight direction to tilt inward by -5° to 0°, or simultaneously cooperate with controlling the speeds of the motors installed in the current flight direction, so as to control the tilt rotor aircraft to decelerate or brake.

[0017] Optionally, when the tilt rotor aircraft sways in the pitch or roll direction, the flight controller is also used to control the blades installed in the pitch or roll direction to tilt between -5° and 90°, or simultaneously cooperate with controlling the speeds of the motors installed in the pitch or roll direction, so as to correct the pitch angle or roll angle of the tilt rotor aircraft.

[0018] Optionally, the flight controller is also used to adjust the heading of the tilt rotor aircraft by controlling the tilting angle of the blades installed in the current flight direction.

[0019] Optionally, when the tilt-rotor aircraft hovers, the flight controller is further configured to compare the actual position of the fuselage with the desired position to determine whether there is any horizontal offset in the front-back, left-right directions; when the horizontal position of the fuselage moves forward, control the blades installed in the nose direction and the tail direction to tilt inwards by -5° to 0°, so as to control the tilt-rotor aircraft to move backward; when the horizontal position of the fuselage moves backward, control the blades installed in the nose direction and the tail direction to tilt outwards by 0° to 10°, so as to control the tilt-rotor aircraft to move forward; when the horizontal position of the fuselage moves to the right, control the blades installed on the left side of the fuselage to tilt outwards by 0° to 90°, and control the blades installed on the right side of the fuselage to tilt inwards by -5° to 0°, so as to control the tilt-rotor aircraft to move left; when the horizontal position of the fuselage moves to the left, control the blades installed on the left side of the fuselage to tilt inwards by -5° to 0°, and control the blades installed on the right side of the fuselage to tilt outwards by 0° to 90°, so as to control the tilt-rotor aircraft to move right.

[0020] According to the specific embodiments provided by the present application, the following technical effects are disclosed in the present application.

[0021] A tilt-rotor aircraft provided by the present application (hereinafter also simply referred to as the aircraft) is equipped with a tilt multi-rotor system including a plurality of tilt rotors, and each tilt rotor includes an arm, a tilt drive device, a motor, and a blade; in each tilt rotor, one end of the arm is fixed to the fuselage, and the other end of the arm is provided with a tilt drive device; a motor is installed on the tilt drive device, and the motor is connected to the blade and is used to drive the blade to rotate at a preset speed; the tilt drive device is used to drive the motor and the blade to tilt by a preset angle. When the flight controller determines that the actual attitude of the fuselage does not match the desired attitude, the attitude of the fuselage can be adjusted by controlling the tilt angle of the blade and the rotation speed of the motor. The tilt multi-rotor system of the present application can keep the fuselage of the aircraft in a horizontal state for arbitrary flight, so that the aircraft has better and stronger stability, wind resistance performance and high-speed flight ability, and can greatly save energy consumption compared with traditional multi-rotor drones. In addition, when a certain power fails, the aircraft can still maintain non-spinning and stable flight, making the aircraft have super safety. Description of the Drawings

[0022] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the prior art, the following will briefly introduce the drawings required to be used in the embodiments. Obviously, the drawings in the following description are only some embodiments of the present application, and those of ordinary skill in the art can also obtain other drawings based on these drawings without creative efforts.

[0023] Figure 1 Schematic diagrams of different types of aircraft equipped with the tilt multi-rotor system of the present application; Figure 2 Schematic layout diagrams of a traditional quadrotor UAV and the tilting multi-rotor system of the present application; Figure 3 Schematic layout diagrams of a traditional hexarotor UAV and the tilting multi-rotor system of the present application; Figure 4 Schematic diagram of the installation methods of motors and propellers in a traditional multi-rotor UAV and the aircraft of the present application; Figure 5 Schematic diagram of the tilting stroke of the tilting drive device of the present application; Figure 6 Schematic diagram of the definition of the tilting angle of the tilting drive device of the present application; Figure 7 Schematic diagram of the overall control strategy of the flight controller of the present application; Figure 8 Schematic diagram of the propeller tilting method when the aircraft of the present application performs vertical takeoff and landing; Figure 9 Schematic diagram of the translation of the aircraft of the present application in the front-rear direction (pitch direction); Figure 10 Schematic diagram of the propeller tilting method when the aircraft of the present application performs translation in the pitch direction; Figure 11 Schematic diagram of the translation of the aircraft of the present application in the left-right direction (roll direction); Figure 12 Schematic diagram of the propeller tilting method when the aircraft of the present application performs translation in the roll direction; Figure 13 Schematic diagram of the heading adjustment of the aircraft of the present application; Figure 14 Schematic diagram of the propeller tilting method when the aircraft of the present application performs heading adjustment; Figure 15 Schematic diagram of the propeller tilting method when the aircraft of the present application performs pitch direction horizontal position offset adjustment; Figure 16 Schematic diagram of the propeller tilting method when the aircraft of the present application performs roll direction horizontal position offset adjustment; Figure 17 Schematic diagram of the propeller tilting method when the aircraft of the present application moves forward; Figure 18 Schematic diagram of the propeller tilting method when the aircraft of the present application corrects the sway in the roll direction; Figure 19 Schematic diagram of the propeller tilting method when the aircraft of the present application decelerates / brakes; Figure 20 Schematic diagram of the propeller tilting method when the aircraft of the present application decelerates / brakes during high-speed or ultra-high-speed forward flight. Detailed implementation manners

[0024] Next, the technical solutions in the embodiments of the present application will be clearly and completely described in conjunction with the accompanying drawings in the embodiments of the present application. Obviously, the described embodiments are only a part of the embodiments of the present application, rather than all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative efforts shall fall within the protection scope of the present application.

[0025] The purpose of the present application is to propose a tilt-rotor aircraft to reduce flight energy consumption and improve flight endurance, flight speed, wind resistance, stability and safety.

[0026] To make the above objects, features and advantages of the present application more obvious and understandable, the present application will be further described in detail below in conjunction with the accompanying drawings and specific implementation manners.

[0027] In an exemplary embodiment, the present application provides a tilt-rotor aircraft, as Figure 1 shown. The tilt-rotor aircraft includes: a fuselage 200 and a tilt multi-rotor system 100, a sensing device and a flight controller mounted on the fuselage 200; wherein the sensing device and the flight controller are located inside the fuselage 200 and not shown. The tilt multi-rotor system proposed by the present application is applicable to all types of multi-rotor UAVs and other hybrid-wing aircraft with a multi-rotor structure, and is also applicable to various forms of fixed-wing aircraft.

[0028] The tilt multi-rotor system includes a plurality of tilt rotors, usually an even number, and are installed in pairs. For example Figure 2 in the shown exemplary embodiment Figure 2 part (a) shows the X-type cross layout of a traditional quad-rotor UAV. Figure 2 Part (b) shows the cross layout when the tilt multi-rotor system of the present application includes four tilt rotors, where the four arms of the aircraft are consistent with the horizontal front-back and left-right flight directions of the aircraft. Usually, the horizontal front-back direction of the aircraft is the pitch direction, and the horizontal left-right direction is the roll direction. Specifically Figure 2 the arrow direction at the position of the middle fuselage is the current flight direction, that is, pointing to the nose direction. When four tilt rotors are used, one tilt rotor can be installed in the nose direction and the tail direction of the aircraft respectively to form a pair of tilt rotors in the pitch direction, and the blade rotation direction thereof is counterclockwise; one tilt rotor is installed on each side of the left and right of the aircraft fuselage respectively to form a pair of tilt rotors in the roll direction, and the blade rotation direction thereof is clockwise. Another example is Figure 3 in the shown exemplary embodiment, asFigure 3 As shown in part (a), the six-rotor layout of a traditional unmanned aerial vehicle is a "rice" - shaped cross layout. As Figure 3 shown in part (b), when the tilt - multi - rotor system of the present application includes six tilt - rotors, a "well" - shaped layout is adopted, and the extending directions of the six arms of the aircraft are consistent with the horizontal front - to - back (pitch) and left - to - right (roll) flight directions of the aircraft. Generally speaking, the layout of multiple tilt - rotors in the tilt - multi - rotor system of the present application should follow the directivity. The arms of the aircraft are no longer the traditional "rice" - shaped symmetric cross - structure, but are changed to the installation direction of each arm being the front - to - back (pitch) and / or left - to - right (roll) flight direction of the aircraft flight, as Figure 1 shown in parts (a), (b) and (c). The tilt - multi - rotor system of the present application has a simple structure, is convenient to install, does not need to specially consider the symmetry of traditional multi - rotors, and can meet various special layouts.

[0029] The following takes a six - rotor aircraft as an example to illustrate in detail the structure and working principle of the tilt - multi - rotor system of the present application. As Figure 3 shown in the exemplary embodiment, the tilt - multi - rotor system includes six tilt - rotors, which are respectively called the first tilt - rotor 101, the second tilt - rotor 102, the third tilt - rotor 103, the fourth tilt - rotor 104, the fifth tilt - rotor 105 and the sixth tilt - rotor 106. The arrow direction at the fuselage position is the current flight direction, that is, the direction pointing to the nose of the aircraft. Among them, the first tilt - rotor 101 and the fifth tilt - rotor 105 are installed in the nose direction of the aircraft, the second tilt - rotor 102 and the sixth tilt - rotor 106 are installed in the tail direction of the aircraft, and the third tilt - rotor 103 and the fourth tilt - rotor 104 are installed in the left - and - right sides direction of the aircraft fuselage. The first tilt - rotor 101 and the second tilt - rotor 102 are installed in pairs, the third tilt - rotor 103 and the fourth tilt - rotor 104 are installed in pairs, and the fifth tilt - rotor 105 and the sixth tilt - rotor 106 are installed in pairs. The two tilt - rotors installed in pairs are usually symmetrically arranged about the fuselage. Among them, the blade rotation directions of the first tilt - rotor 101, the second tilt - rotor 102 and the fourth tilt - rotor 104 are the same, all rotating in the clockwise direction. The blade rotation directions of the third tilt - rotor 103, the fifth tilt - rotor 105 and the sixth tilt - rotor 106 are the same, all rotating in the counter - clockwise direction.

[0030] Regarding the rotation direction of the blades in each tilt - rotor, Figure 2 part (b) of Figure 3Part (b) only provides a specific example. According to Newton's third law, when the blades rotate to generate lift, the blades exert a force on the air, and at the same time, the air exerts an equal and opposite reaction force on the blades. This reaction force will cause the aircraft fuselage to generate a torsional moment in the direction opposite to the rotation direction of the blades, that is, counter torque. If all the blades rotate in the same direction, the counter torque will continuously accumulate, resulting in the instability of the aircraft fuselage and continuous rotation in the direction opposite to the rotation direction of the blades. Therefore, for Figure 2 the four tilt-rotors shown in part (b), it is necessary to ensure that the blades of the two tilt-rotors installed in the horizontal front-back (pitch) direction rotate in the same direction, and the blades of the two tilt-rotors installed in the horizontal left-right (roll) direction rotate in the same direction. However, the rotation directions of the blades installed in the horizontal front-back (pitch) direction and the horizontal left-right (roll) direction should be opposite to ensure the balance of the overall counter torque of the fuselage. For example, the blades of the two tilt-rotors installed in the horizontal front-back (pitch) direction can also rotate in the clockwise direction, while the blades of the two tilt-rotors installed in the horizontal left-right (roll) direction should rotate in the counterclockwise direction. Similarly, Figure 3 in the embodiment shown in part (b), the blades of the first tilt-rotor 101, the second tilt-rotor 102, and the fourth tilt-rotor 104 can also all rotate in the counterclockwise direction. At the same time, it should be set that the blades of the third tilt-rotor 103, the fifth tilt-rotor 105, and the sixth tilt-rotor 106 all rotate in the clockwise direction to ensure the balance of the overall counter torque of the fuselage.

[0031] In the power installation direction, as Figure 4 shown in part (a), the motors and blades of traditional UAVs are installed on the same plane and face the same direction, which is called forward installation. The difference in the installation of the tilt-rotors in this application is that in the horizontal front-back (pitch) direction, as Figure 4 shown in part (b), the tilt-rotor at the nose direction is installed forward (both the motor and the blades face upward), while the tilt-rotor at the tail direction is installed inverted (both the motor and the blades face downward), forming a pulling-forward and pushing-backward trend. Further, as Figure 4 shown in part (c), in the horizontal left-right (roll) direction, the tilt-rotors are all installed forward. When the tilt-rotor is installed inverted, it means that the motor is installed inverted. At this time, the blades are still installed forward relative to the motor, but the orientation is downward together with the motor.

[0032] Specifically, as Figure 4As shown in parts (b) and (c), in the tilt multi-rotor system of the present application, each tilt rotor includes an arm 201, a tilt drive device 202, a motor 203, and a blade 204. In each tilt rotor, one end of the arm 201 is fixed to the fuselage 200; the other end of the arm 201 is equipped with a tilt drive device 202. The tilt drive device 202 is equipped with a motor 203. The motor 203 is connected to the blade 204 and is used to drive the blade 204 to rotate at a preset speed. The tilt drive device 202 is used to drive the motor 203 and the blade 204 to tilt by a preset angle.

[0033] The innovation of the present application lies in adding a tilt drive device 202 between the motor 203 of the aircraft and the arm 201. As Figure 5 shown, one end of the tilt drive device 202 is connected to the top of the outer edge of the arm 201, and the other end is connected to the motor 203 and the blade 204. The tilt drive device 202 realizes the tilt of the motor 203 and the blade 204 in the power of the aircraft, rather than tilting the entire aircraft arm 201. The tilt drive device 202 is a general term, and there are many specific implementation methods, such as a servo motor, an electric push rod, a hydraulic push rod, a tilt motor, etc., as long as it can ensure that the tilt stroke is between -5° and 90°, and at the same time ensure that there is no interference with the fuselage 200 and the arm 201 within the rotation radius of the blade 204. Figure 5 A tilt servo motor is used for illustration. The function target of the tilt drive device 202 is to directly change the wind direction of the propulsive airflow of the aircraft rotor. Each tilt drive device 202 only needs one degree of freedom in the front and back directions, so the structure of the entire tilt drive device 202 is simple and reliable.

[0034] See Figure 6 , the tilt angle of the tilt drive device 202 is defined as follows. For a clearer display Figure 6 the tilt drive device is omitted. As Figure 6 shown in part (b), when the aircraft motor 203 is perpendicular to the arm 201, the tilt angle at this time is defined as 0°. As Figure 6 shown in part (a), when the aircraft motor 203 drives the blade 204 to tilt inward, the tilt angle at this time is defined as negative, and the tilt angle range is -5° to 0°. As Figure 6 shown in part (c), when the aircraft motor 203 drives the blade 204 to tilt outward, the tilt angle at this time is defined as positive, and the tilt angle range is 0° to 90°. The initial state of the tilt angle of the aircraft motor 203 or the blade 204 is 0°.

[0035] Based on the above structural settings of the tilt-rotor of the present application, by designing and arranging multiple tilt-rotors, three-way control of the pitch, roll, and yaw of the aircraft can be achieved. During actual flight, the flight controller adjusts and controls the tilt travel range of each tilt drive device according to different aircraft types (including gyrocopters and VTOLs), flight speeds, tilt angles, current positions, takeoff weights, etc. VTOL (Vertical Take-Off and Landing) is a type of aircraft with vertical take-off and landing capabilities, capable of taking off and landing without a runway.

[0036] Among various types of aircraft, the flight controller is a key component of the unmanned technology, directly related to the safety, efficiency, and application range of the aircraft. It is the core control part of the unmanned aircraft, responsible for managing the flight operations, navigation, stability, and other functions of the aircraft; it is similar to the autopilot system of an airplane, but is usually more complex because unmanned aircraft often need to perform tasks autonomously without direct control by a human pilot.

[0037] Specifically, the flight controller is respectively connected to the sensing device, the tilt drive device, and the motor. The flight controller contains all the sensors related to flight and the control unit of flight instructions, and is the brain of the aircraft. The addition of various sensors enables the aircraft to have the ability to understand its own spatial orientation and motion state. As Figure 7 shown, the following are some common types of attitude sensors in the sensing device and their functions.

[0038] Accelerometer: Measures linear acceleration and can be used to determine the linear motion of the device in three-dimensional space. It is commonly used to detect the tilt angle and direction of the aircraft.

[0039] Gyroscope: Measures angular velocity, that is, the rotation rate of the device around its axis, and helps to determine the rotation and direction change of the device.

[0040] Magnetometer: Measures the direction of the earth's magnetic field and can be used to determine the heading of the aircraft. It is often used in combination with the accelerometer and gyroscope to provide more accurate attitude estimation.

[0041] Barometer: Measures atmospheric pressure and can be used to estimate altitude. In an aircraft, it is commonly used for altitude control and stable flight.

[0042] GPS (Global Positioning System) and RTK (Real-Time Kinematic): Provide position, speed, time, and heading information, which can be fused with other sensor information to improve the accuracy of attitude estimation.

[0043] Radar / Laser / Ultrasonic Sensors: Measure the distance to obstacles and are commonly used for altitude control and obstacle avoidance. In some cases, they can also assist in attitude estimation.

[0044] Wind Direction Sensor: A device used to measure the direction of air flow, widely applied in meteorological observations, aviation, navigation, agriculture, environmental monitoring, etc. It can measure the current wind direction to make corresponding decisions or adjustments.

[0045] Airspeed Sensor: A device used to measure the speed of a fluid (usually air) relative to an object. In the aviation field, airspeed sensors are used to measure the flight speed of an aircraft, which is crucial for flight safety and control.

[0046] Inertial Measurement Unit (IMU): A sensor module that integrates accelerometers, gyroscopes, and sometimes magnetometers, capable of providing comprehensive data on the linear acceleration, angular velocity, and magnetic field direction of an aircraft for attitude estimation and navigation.

[0047] Vision Sensors (such as cameras): Through image processing technology, they can be used to detect environmental features for attitude estimation and positioning, and are commonly used in Visual-Inertial Odometry (VIO) systems.

[0048] These sensors usually need to be calibrated and fused to provide accurate and reliable attitude data. Sensor data is processed by a powerful processor (chip) in conjunction with fusion algorithms. For example, Kalman filters are widely used to combine data from multiple sensors to obtain more stable and accurate aircraft attitude estimation and more precise control output.

[0049] To achieve automatic control, a flight control software (i.e., flight control software) needs to be installed in the flight controller. By optimizing the control strategy of the flight control software and adjusting the corresponding parameter configurations, it can synchronously control the tilting angles of the motors and propellers in the tilting drive device and the changes in the motor and propeller speeds according to the current attitude, navigation, and other control information of the aircraft, realizing synchronous hybrid control.

[0050] The overall control strategy of the flight controller in this application is as Figure 7As shown, the sensing device is used to measure the actual attitude data of the aircraft and send it to the flight controller. The flight controller is used to analyze and judge the actual attitude data. When it is judged that the actual attitude of the fuselage does not match the expected attitude (i.e., the actual value ≠ the expected value), the attitude of the aircraft fuselage is adjusted by controlling the blade tilt angle and the motor speed, with the blade tilt control being the main method and the motor speed control being the auxiliary method. The attitude of the aircraft fuselage includes height, horizontal position, speed, pitch angle, roll angle, yaw angle, etc. The tilt multi-rotor system of the present application adjusts the attitude of the aircraft by controlling the blade tilt angle and the motor speed, which is used to avoid the situation where the aircraft pitches downward for forward movement and prevent a large negative lift value from being generated when encountering strong winds. Of course, based on the tilt multi-rotor system of the present application, it is also allowed to customize the maximum angle at which the aircraft tilts downward to generate a forward force. If the tilt angle of the aircraft fuselage exceeds this maximum angle limit, the tilt motor and blade will be used for forward actuation. The core idea of the tilt multi-rotor system of the present application is to control the flight attitude of the aircraft by directly changing the direction of the aircraft's propulsion power, making each aircraft power change from fixed to vector control. Here, the flight attitude control method of the tilt multi-rotor system of the present application will be introduced in detail taking a six-rotor aircraft as an example.

[0051] When the aircraft needs to perform vertical lifting and lowering, the aircraft measures the height change in one or more ways such as GPS (including RTK), barometer, radar, laser sensor, and ultrasonic data. As Figure 8 shown, at this time, the flight controller controls all tilt servos to maintain 0°, that is, controls the tilt angles of all blades to remain 0°, and the flight controller only needs to control the change in the motor speed. Specifically, when the actual height > the expected height, the corresponding motor speed is controlled to decrease, thereby controlling the aircraft to descend; when the actual height < the expected height, the corresponding motor speed is controlled to increase, thereby controlling the aircraft to ascend. The motor speed is proportional to the blade speed.

[0052] After the aircraft ascends / descends to the expected height, the tilt multi-rotor system can perform any combination control or individual control for the pitch, roll, and yaw heading angles of the aircraft. For example Figure 9 as shown, when the aircraft needs to translate in the front-back direction (pitch direction), by controlling the tilt direction and tilt angle of the blades installed in the nose and tail directions, the aircraft can be controlled to fly forward or backward. For example Figure 10 as shown in part (a) of, by controlling the tilt angles of the two blades installed in the left-right direction (roll direction) of the fuselage to remain unchanged = 0°, and controlling the four blades (two in the nose direction + two in the tail direction) installed in the front-back direction (pitch direction) to tilt outward by 0° to 90°, thereby controlling the aircraft to fly forward. For example Figure 10As shown in part (b), by keeping the tilting angles of the two blades installed in the left - right direction (roll direction) unchanged at 0°, and tilting the four blades installed in the front - back direction (pitch direction) (two at the nose + two at the tail) inwards by - 5° to 0°, the aircraft is controlled to fly backward.

[0053] For example Figure 11 As shown, when the aircraft needs to translate in the left - right direction (roll direction), by controlling the tilting direction and tilting angle of the blades installed in the left - right direction (roll direction) of the fuselage, the aircraft can be controlled to fly left or right. For example Figure 12 As shown in part (a), by keeping the tilting angles of the four blades installed in the front - back direction (pitch direction) (two at the nose + two at the tail) unchanged at 0°, tilting the blade installed on the left side of the fuselage inwards by - 5° to 0°, and tilting the blade installed on the right side of the fuselage outwards by 0° to 90°, the aircraft is controlled to fly right. For example Figure 12 As shown in part (b), by keeping the tilting angles of the four blades installed in the front - back direction (pitch direction) (two at the nose + two at the tail) unchanged at 0°, tilting the blade installed on the left side of the fuselage outwards by 0° to 90°, and tilting the blade installed on the right side of the fuselage inwards by - 5° to 0°, the aircraft is controlled to fly left.

[0054] Such as Figure 13 As shown, the flight controller is also used to adjust the heading of the aircraft, that is, to perform yaw direction adjustment, by controlling the tilting angle of the blades installed in the current flight direction (the direction of the fuselage arrow). For example Figure 14 As shown in part (a), when the nose heading needs to be adjusted to the left, control the blades of the fifth tilting rotor 105 and the sixth tilting rotor 106 installed in pairs on the right side in the nose - tail direction to tilt outwards by 0° to 90°, and keep the tilting angles of the blades of the remaining tilting rotors unchanged at 0°, so as to control the left yaw. For example Figure 14 As shown in part (b), when the nose heading needs to be adjusted to the right, control the blades of the first tilting rotor 101 and the second tilting rotor 102 installed in pairs on the left side in the nose - tail direction to tilt outwards by 0° to 90°, and keep the tilting angles of the blades of the remaining tilting rotors unchanged at 0°, so as to control the right yaw.

[0055] Furthermore, the flight controller is also used to compare the actual position of the aircraft with the desired position when the aircraft hovers, and judge whether there is an offset in the horizontal directions of front - back, left - right (pitch direction or roll direction).

[0056] Specifically, the horizontal position offset in the front - back direction (pitch direction) is introduced as follows. Such as Figure 15As shown, the arrow marked on the fuselage indicates the current flight direction. When the aircraft is affected by external forces (such as wind, poor self-balance, etc.) in the air, a horizontal position shift occurs in the front-back direction (pitch direction). At this time, the flight controller makes the following controls. As Figure 15 shown in part (a) of Figure 15 , when the aircraft is exactly at the desired hover point in the pitch direction, that is, when the actual value in the pitch direction = the expected value, the tilt angles of each blade remain unchanged = 0°, and there is no tilt. As Figure 15 shown in part (b) of Figure 15 , when the horizontal position of the aircraft in the pitch direction (the actual hover position relative to the desired hover position) shifts forward, that is, when the actual value in the pitch direction > the expected value, control the blades installed in the nose direction and the tail direction to tilt inward by -5° to 0°, so as to control the aircraft to move backward. As Figure 15 shown in part (c) of Figure 15 , when the horizontal position of the aircraft in the pitch direction (the actual hover position relative to the desired hover position) shifts backward, that is, when the actual value in the pitch direction < the expected value, control the blades installed in the nose direction and the tail direction to tilt outward by 0° to 10°, so as to control the aircraft to move forward.

[0057] When performing flight control of the aircraft, the expected value (Setpoint) refers to the target value or ideal state that is desired to be achieved. It is the target that the flight controller needs to achieve by adjusting the input. The expected value is the reference point of the flight controller, and the flight controller will continuously adjust the control output of the flight instruction to make the actual value approach the expected value. The actual value (Measured Value or Process Variable) refers to the current actual output value or state, which is the value obtained in real time through sensors or other measurement devices. The actual value reflects the current state, and the flight controller determines whether to adjust the control amount by comparing the difference between the actual value and the expected value. In the flight controller, by comparing the difference between the expected value and the actual value (referred to as the error, Error), it is decided how to adjust the control amount. Usually, the error = expected value - actual value. If the error is positive, it means that the actual value is lower than the expected value, and the output needs to be increased; if the error is negative, it means that the actual value is higher than the expected value, and the output needs to be decreased.

[0058] For example Figure 15 shown in part (b) of Figure 15 , when the actual value in the pitch direction > the expected value, the tilt direction of the blade and the motor is inward tilt, and the tilt stroke is finely adjusted within -5° to 0°. The tilt stroke is small when approaching the expected value, and the tilt stroke is large when far from the expected value. For example Figure 15As shown in part (c), when the actual value in the pitch direction < the expected value, the tilting direction of the blade and the motor is outward tilting, and the tilting stroke is usually finely adjusted within 0° to 10°. This is because the stroke of outward tilting is larger, which can provide more tilting control amount. The closer to the expected value, the smaller the tilting stroke, and the farther from the expected value, the larger the tilting stroke. The advantage of this adjustment method is that the horizontal position adjustment in the front and rear directions of the aircraft in the air is completed through quick and simple tilting, without the need to adjust the horizontal position in the front and rear directions through a complex fuselage tilting method. Therefore, the output control amount of the flight controller is reduced, the attitude change of the aircraft is reduced, the requirement for the motor power output is reduced, and the high requirement for the motor output responsiveness is reduced, saving a large amount of cost for aircraft manufacturing and a large amount of energy consumption for aircraft flight.

[0059] As Figure 16 shown, when the aircraft is affected by external forces (such as wind, poor self-balance, etc.) in the air and generates a horizontal position offset in the left and right directions, the flight controller makes the following controls. As Figure 16 shown in part (a), when the aircraft is exactly at the expected hovering point in the roll direction, that is, when the actual value in the roll direction = the expected value, the tilting angle of each blade remains unchanged = 0°, without tilting. As Figure 16 shown in part (b), when the horizontal position of the aircraft in the roll direction shifts to the right, that is, when the actual value in the roll direction > the expected value, the aircraft needs to be corrected to the left. At this time, the blade installed on the left side of the fuselage is controlled to tilt outward by 0° to 90°, and the blade installed on the right side of the fuselage is controlled to tilt inward by -5° to 0°, so as to control the aircraft to move to the left. As Figure 16 shown in part (c), when the horizontal position of the aircraft in the roll direction shifts to the left, that is, when the actual value in the roll direction < the expected value, the aircraft needs to be corrected to the right. At this time, the blade installed on the left side of the fuselage is controlled to tilt inward by -5° to 0°, and the blade installed on the right side of the fuselage is controlled to tilt outward by 0° to 90°, so as to control the aircraft to move to the right.

[0060] That is to say, when the aircraft sways in the pitch or roll direction, the flight controller can control the blades installed in the pitch or roll direction to tilt between -5° and 90°, or simultaneously control the rotation speed of the motors installed in the pitch or roll direction, so as to correct the pitch angle or roll angle of the aircraft. When the actual value in the roll direction = the expected value, the tilt angles of the blades remain unchanged = 0°, and they do not tilt. When the actual value in the roll direction is slightly greater than the expected value, the tilt direction of the blades installed in the roll direction is to tilt to the left, and the tilt stroke is finely adjusted within -5° to 0° or 0° to 5°. The tilt stroke is small when approaching the expected value and large when far from the expected value. When the actual value in the roll direction is slightly less than the expected value, the tilt direction of the blades installed in the roll direction is to tilt to the right, and the tilt stroke is usually finely adjusted within -5° to 0° or 0° to 5°. The tilt stroke is small when approaching the expected value and large when far from the expected value.

[0061] Under normal circumstances, the total tilt stroke ranges of the motors / blades on the left and right sides of the fuselage are the same to facilitate the consistency of power output. The tilt-rotor of the present application completes the horizontal position adjustment in the left-right direction of the aircraft in the air through quick and simple tilting, without the need to adjust the horizontal position in the left-right direction through a complex fuselage tilting method, thereby reducing the control amount output by the flight controller, reducing the attitude change of the aircraft, reducing the requirements for the motor power output, reducing the high requirements for the motor output responsiveness, saving a large amount of costs for aircraft manufacturing, and saving a large amount of energy consumption for aircraft flight.

[0062] For the nose heading deviation, as Figure 14 shown, when the aircraft is affected by external forces (such as wind, poor self-balance, etc.) in the air and causes nose heading deviation, the flight controller makes the following controls. When the nose does not deviate, the tilt angles of the blades remain unchanged = 0°, and they do not tilt. When the nose deviates to the right, the tilt drive device on the right side of the aircraft tilts outward, and the tilt stroke is usually adjusted within 0° to 90° to control the aircraft heading to deflect to the left. When the nose deviates to the left, the tilt drive device on the left side of the aircraft tilts outward, and the tilt stroke is usually adjusted within 0° to 90° to control the aircraft heading to deflect to the right.

[0063] Traditional multi-rotor UAVs adjust the roll direction deviation by using the difference in rotor speeds. The correction of the moment of inertia difference (torque) generated by the difference in rotor speeds is very limited. The smaller the rotor diameter, the smaller the moment of inertia difference (torque) generated. At the same time, when correcting the rotor speed difference, it is also necessary to keep the UAV at a constant altitude and stable attitude. Therefore, the yaw correction ability of traditional UAVs is limited, and it is difficult to ensure the rapid correction of the nose heading during high-speed flight, making the UAV unable to fly at high speed. At the same time, when hovering, its wind resistance ability is limited. The smaller the rotor diameter of the UAV, the more difficult it is to stabilize, that is, it is very difficult for the UAV to be miniaturized and micro-sized. Compared with the traditional method of adjusting by using the difference in rotor speeds, the present application can make the yaw direction control of the aircraft energy-saving, efficient, accurate and safe. By directly changing the wind direction vector control, the accuracy of the nose heading of the aircraft can be effectively controlled regardless of the size of the blade diameter. The wind direction vector control can enable the aircraft to hover stably in strong winds and increase the wind resistance performance of the aircraft. At the same time, the aircraft is enabled to have the ability to fly at high speed and accurately control the nose heading during high-speed flight.

[0064] In terms of safety, traditional UAVs are corrected by the difference in the moment of inertia of each blade, that is, by different speeds of each blade, and the correction range is very limited. While the present application directly corrects by vector control and directly does work by using the wind force (tensile force / thrust force) generated by the tilting rotor. The wind force generated by the rotor is much greater than the torque generated by the rotor. In this way, even if one blade of the aircraft breaks or the power is damaged and cannot work, the aircraft will not spin in the air due to insufficient torque and will not cause the aircraft to be unable to effectively control the air rescue. Under the same conditions, the powerful wind direction vector control can ensure that the aircraft has sufficient yaw control performance, so that the aircraft will not spin, and the aircraft can continue to fly stably in a normal attitude, thus providing a feasible and effective opportunity and time for the air rescue aircraft, ensuring the safety of the aircraft in the air, and at the same time avoiding the secondary injury and secondary accidents caused by the spin of the aircraft.

[0065] The forward movement of the UAV means that the UAV flies forward in the horizontal direction and changes from the hovering state to the flying state. Traditional UAVs achieve the purpose of forward movement by tilting the fuselage. This method greatly reduces the flight speed of the UAV due to the limited tilting angle of the UAV fuselage, especially for UAVs with heavier loads, the limitation is more obvious. At the same time, the UAV will generate a huge negative lift when moving forward by pitching down. If flying in strong winds, it will be unable to fly or even crash due to the nose pitching down. For example Figure 17As shown in the figure, the aircraft of the present application achieves the goal of forward flight of the aircraft by tilting the pitch-direction motor / blades outward by 0° to 90°. At this time, the aircraft performs forward movement, but the overall fuselage of the aircraft remains in a horizontal state. Therefore, the forward wind resistance of the aircraft is reduced, and the forward speed of the aircraft is increased. The forward flight mode of the aircraft of the present application enables the forward speed of the aircraft to be independent of the tilt angle of the fuselage, thereby increasing the maneuvering speed of the aircraft, increasing the forward acceleration of the aircraft, and enabling the aircraft to quickly reach the target speed. At the same time, due to the reduction of wind resistance, compared with traditional multi-rotor drones, the power required for the tilt-rotor aircraft of the present application to reach the same speed is greatly reduced. Therefore, the energy consumption is significantly reduced, and the endurance of the aircraft is greatly increased. Since the forward speed of the aircraft of the present application is independent of the tilt angle of the fuselage, the maximum forward flight speed of the aircraft is much higher than the forward speed of traditional drones.

[0066] As Figure 18 shown, when the drone is flying forward at high speed, it is inevitable to swing in the roll direction, resulting in an up-and-down swing of the fuselage in the roll direction. Traditional drones can only adjust this state by reducing the speed or stopping the forward movement. The aircraft of the present application corrects in the roll direction by tilting the left and right motors / blades in the roll direction, enabling the aircraft flying at high speed to have the maximum buoyancy correction ability. At the same time, the tilt multi-rotor system of the present application also functions as a stabilizer, providing the corresponding damping required for the swing of the aircraft, enabling the fuselage of the aircraft to be stable even at high speed, ensuring the effectiveness of the rotor lift, and not wasting the power of the aircraft.

[0067] In terms of the braking of the drone, traditional drones can only achieve the purpose of deceleration by tilting the fuselage. If deceleration is performed at a high speed, it will cause the fuselage to tilt significantly. This shortcoming directly affects the inability of the drone to fly at high speed. In the present application, when the aircraft needs to decelerate or brake, the flight controller can control the blades installed in the current flight direction to tilt inward by -5° to 0°, or simultaneously cooperate to control the rotation speed of the motor installed in the current flight direction, thereby controlling the deceleration or braking of the aircraft. As Figure 19 shown, the present application decelerates the aircraft by tilting the motor / blades inward. During this process, the fuselage of the aircraft remains horizontal and will not cause the aircraft to enter a large attitude tilt state.

[0068] As Figure 20 shown, even when the tilt-rotor aircraft of the present application is flying forward at high speed or ultra-high speed, it only needs to be slightly tilted, such as slightly raising the nose, and cooperating with tilting the motor / blades inward to quickly decelerate the aircraft. This deceleration method further provides strong technical support for the high-speed flight of the aircraft, ensures that the aircraft can achieve high-speed flight, and can also effectively and safely decelerate, providing an effective guarantee for the dynamic and static changes of the aircraft.

[0069] Traditional UAV control only performs motor speed control. Motor speed control means controlling the power of the motor, which has extremely high requirements for adjusting the working voltage and current of the entire UAV, resulting in huge energy consumption losses. In contrast, this application preferentially and actively controls the tilting angle and direction of the motors / propellers of the aircraft, directly participating in attitude control by changing the direction of the propulsion force, thereby greatly reducing the control requirements for the motor speed of the aircraft, significantly reducing the response to changes in the motor output power of the aircraft, and even sometimes being able to achieve control without power change, that is, constant power control.

[0070] Overall, each tilting device structure of the tilting multi-rotor system in this application has only one degree of freedom. Therefore, the tilting device structure is simple, with low cost, high reliability, and low implementation difficulty. The tilting multi-rotor system can perform arbitrary combination control or individual control for the pitch, roll, and yaw angles of the aircraft. Taking the control method of this application as the main control method of a multi-rotor UAV, compared with the traditional multi-rotor UAV that can only adjust the motor speed, it has advantages such as fast response speed, simple control logic, and accurate and reliable control execution.

[0071] The tilting multi-rotor system of this application can keep the aircraft fuselage in a horizontal state for arbitrary flight, enabling the aircraft to have better and stronger stability and wind resistance. For example, it can take off and land stably within a 7-level wind, and can fly or hover stably within a 10-level wind, and also has the ability to fly at high speeds.

[0072] The tilting multi-rotor system of this application enables the aircraft to have more efficient flight capabilities, be more energy-saving, saving 20% - 30% energy consumption compared to traditional UAVs, and the flight speed is more than twice that of traditional UAVs.

[0073] The tilting multi-rotor system of this application also enables the aircraft to have super strong safety. For example, when a certain power supply fails, the aircraft can still maintain stable flight without autorotation.

[0074] As Figure 1 shown, the tilting multi-rotor system of this application has wide adaptability. The tilting multi-rotor system of this application can not only be used as the rotor of the multi-rotor UAV itself, as shown in part (a) of Figure 1 ; it can also be combined with traditional fixed-wing and multi-rotor aircraft to form a tilting fixed-wing aircraft as shown in part (b) of Figure 1 or a tilting hybrid-wing aircraft as shown in part (c) of Figure 1 , giving full play to the advantages of low energy consumption, fast flight speed, and safe and stable of this application. The tilting hybrid-wing aircraft includes both the tilting rotors of this application and non-tilting conventional rotors.

[0075] As Figure 1As shown in part (b) of FIG. 1 , when the tilt-rotor multi-rotor system of the present application is applied to a conventional fixed-wing aircraft, two pairs of tilt-rotors can be installed in pairs in the pitch direction of the aircraft, and the two tilt-rotors in each pair of tilt-rotors are installed in the nose and tail directions respectively, forming a pull-forward and push-back momentum. Figure 1 As shown in part (c), when the tilt-rotor multi-rotor system of the present application is applied to a traditional multi-rotor aircraft, the tilt-rotor multi-rotor system of the present application can be used to improve one of the power systems, and it is necessary to ensure that the tilt-rotor system can be tilted in both pitch and roll directions, so that the aircraft not only has all the flight capabilities of a multi-rotor, but also has vertical take-off and landing capabilities and hovering capabilities, while also having the high-speed flight capability and performance of a fixed-wing aircraft.

[0076] The tilt-rotor aircraft of the present application is a new VTOL, which is not only simple and efficient, but also enables the aircraft to have good maneuverability and stability in complex environments. It can be combined with various types of existing aircraft to make the aircraft have better and stronger stability and wind resistance, high-speed flight capability, more efficient flight capability, and more energy-saving; it can also make the aircraft have super safety and have broad application prospects.

[0077] It should be noted that the terms "include", "comprising" or any other variations thereof used in this application are intended to cover non-exclusive inclusion, so that a product or system including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such a product or system. In the absence of further restrictions, an element defined by the sentence "comprising a ..." does not exclude the existence of other identical elements in the product or system including the element.

[0078] The above description shows and describes several preferred embodiments of the present application, but as mentioned above, it should be understood that the present application is not limited to the form disclosed herein, and should not be regarded as excluding other embodiments, but can be used in various other combinations, modifications and environments, and can be modified within the scope of the present application through the above teachings or the technology or knowledge of the relevant field. The changes and modifications made by those skilled in the art do not depart from the spirit and scope of the present application, and should be within the scope of protection of the claims attached to the present application.

[0079] The technical features of the above embodiments may be combined arbitrarily. To make the description concise, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0080] In this article, specific examples are used to illustrate the principles and implementation modes of the present application. The description of the above embodiments is only used to help understand the method and its core idea of the present application; at the same time, for those of ordinary skill in the art, according to the idea of the present application, there will be changes in the specific implementation modes and application scopes. To sum up, the content of this specification should not be construed as a limitation to the present application.

Claims

1. A tilt-rotor aircraft, characterized in that: include: A fuselage and a tilt-rotor multi-rotor system, a sensor device and a flight controller mounted on the fuselage; the tilt-rotor multi-rotor system includes a plurality of tilt-rotors; each tilt-rotor includes an arm, a tilt-drive device, a motor and a blade; in each tilt-rotor, one end of the arm is fixed to the fuselage; the other end of the arm is equipped with a tilt-drive device; a motor is installed on the tilt-drive device; the motor is connected to the blade and is used to drive the blade to rotate at a preset speed; the tilt-drive device is used to drive the motor and the blade to tilt at a preset angle; The flight controller is connected to the sensor device, the tilt drive device and the motor respectively; the sensor device is used to measure the actual attitude data of the fuselage and send it to the flight controller; the flight controller is used to analyze and judge the actual attitude data, and when it is judged that the actual attitude of the fuselage does not match the expected attitude, the attitude of the fuselage is adjusted by controlling the tilt angle of the blades and the speed of the motor; the attitude of the fuselage includes altitude, horizontal position, speed, pitch angle, roll angle and yaw angle.

2. The tilt-rotor aircraft according to claim 1, characterized in that: The tilting drive device is a steering gear, an electric push rod, a hydraulic push rod or a tilting motor.

3. The tilt-rotor aircraft according to claim 1, characterized in that: The tilt angle of the blade is between -5° and 90°.

4. The tilt-rotor aircraft according to claim 3, characterized in that: The multiple tilt-rotors are respectively installed in the nose direction, tail direction and left and right sides of the fuselage; when the tilt-rotor is installed in the nose direction, the motor and the blades are installed in the forward direction; when the tilt-rotor is installed in the tail direction, the motor is installed inverted and the blades are installed in the forward direction; when the tilt-rotor is installed in the left and right sides of the fuselage, the motor and the blades are installed in the forward direction.

5. The tilt-rotor aircraft according to claim 4, characterized in that: The flight controller is used to control the vertical rise and fall of the fuselage. At this time, the tilt angle of all blades is controlled to remain at 0°; when the actual altitude is greater than the expected altitude, the speed of all motors is controlled to decrease, thereby controlling the fuselage to descend; when the actual altitude is less than the expected altitude, the speed of all motors is controlled to increase, thereby controlling the fuselage to rise.

6. The tilt-rotor aircraft according to claim 4, characterized in that: The flight controller is also used to control the blades installed in the corresponding direction to tilt between -5° and 90° when the tilt-rotor aircraft needs to fly in a specified direction, thereby controlling the tilt-rotor aircraft to fly in the specified direction.

7. The tilt-rotor aircraft according to claim 4, characterized in that: The flight controller is also used to control the blades installed in the current flight direction to tilt inward by -5°~0° when the tilt-rotor aircraft needs to slow down or brake, or to simultaneously control the speed of the motor installed in the current flight direction, thereby controlling the tilt-rotor aircraft to slow down or brake.

8. The tilt-rotor aircraft according to claim 4, characterized in that: The flight controller is also used to control the blades installed in the pitch or roll direction to tilt between -5° and 90° when the tilt-rotor aircraft sways in the pitch or roll direction, or to simultaneously control the speed of the motor installed in the pitch or roll direction, thereby correcting the pitch angle or roll angle of the tilt-rotor aircraft.

9. The tilt-rotor aircraft according to claim 4, characterized in that: The flight controller is also used to adjust the heading of the tilt-rotor aircraft by controlling the tilt angle of the blades installed in the current flight direction.

10. The tilt-rotor aircraft according to claim 4, characterized in that: The flight controller is also used to compare the actual position of the fuselage with the expected position when the tilt-rotor aircraft is hovering, and determine whether there is a horizontal deviation in the front, back, left, and right directions; when the horizontal position of the fuselage deviates forward, the blades installed in the nose and tail directions are controlled to tilt inward by -5°~0°, thereby controlling the tilt-rotor aircraft to move backward; when the horizontal position of the fuselage deviates backward, the blades installed in the nose and tail directions are controlled to tilt outward by 0°~10°, thereby controlling the tilt-rotor aircraft to move backward. When the horizontal position of the fuselage deviates to the right, the blades installed on the left side of the fuselage are controlled to tilt outward by 0°~90°, and the blades installed on the right side of the fuselage are controlled to tilt inward by -5°~0°, thereby controlling the tilt-rotor aircraft to move to the left; when the horizontal position of the fuselage deviates to the left, the blades installed on the left side of the fuselage are controlled to tilt inward by -5°~0°, and the blades installed on the right side of the fuselage are controlled to tilt outward by 0°~90°, thereby controlling the tilt-rotor aircraft to move to the right.

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