A tilt-rotor aircraft

Abstract

The present application discloses a tilt-rotor aircraft, which relates to the field of aerospace. The tilt-rotor aircraft includes 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; in each tilt rotor, one end of the arm is fixed to the fuselage, and a tilt drive device is installed at the other end of the arm; 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 by a preset angle. During the flight control process, the sensing device measures the actual attitude data of the fuselage; the flight controller is used to analyze and judge the actual attitude data. When the actual attitude of the fuselage does not match the desired attitude, the fuselage attitude is adjusted by controlling the tilt angle of the blade and the motor speed, which can significantly reduce the flight energy consumption and improve the flight endurance, flight speed, wind resistance, stability, and safety.

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 drones, 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 drones (hereinafter simply referred to as drones) can be classified 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 drones is mainly based on the following points.

[0003] Aerodynamic principle: The flight of multi-rotor drones is based on applying force to 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 drone. 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 rate 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 drone, the drone can take off.

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

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

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

[0007] In summary, the flight principle of traditional multi-rotor UAVs is to achieve operations such as takeoff, hovering, changing flight direction and altitude by precisely controlling the rotation speed of multiple rotors. When a traditional multi-rotor UAV moves in the pitch or roll direction, it tilts the entire fuselage by depressing 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 UAV. Especially when the UAV 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 UAV fuselage is limited, resulting in the flight speed of the UAV not being able to reach high-speed movement. When the UAV moves in the yaw direction, the UAV realizes the overall yaw by the speed difference of the propeller blades. This method will cause huge energy consumption for the UAV to rotate in the yaw direction. At the same time, the wind resistance and stability of the UAV in this way are also very limited. In addition, in terms of safety, when one of the propeller blades of the UAV breaks or the power is damaged and cannot work, the UAV 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 for driving 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;

[0011] 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.

[0012] Optionally, the tilt drive device is a servo, an electric push rod, a hydraulic push rod or a tilt motor.

[0013] Optionally, the tilting angle of the blade is between -5° and 90°.

[0014] 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.

[0015] Optionally, the flight controller is used to control the vertical lift of the fuselage. At this time, the tilting angles of all blades are controlled to remain at 0°; when the actual height > the desired height, the speeds of all motors are controlled to decrease, so as to control the fuselage to descend; when the actual height < the desired height, the speeds of all motors are controlled to increase, so as to control the fuselage to ascend.

[0016] Optionally, 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, so as to control the tilt rotor aircraft to fly in the specified direction.

[0017] Optionally, the flight controller is also used to control the blades installed in the current flight direction to tilt inward by -5° to 0° when the tilt rotor aircraft needs to decelerate or brake, or simultaneously cooperate to control the speed of the motor installed in the current flight direction, so as to control the tilt rotor aircraft to decelerate or brake.

[0018] Optionally, 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 simultaneously cooperate to control the speed of the motor installed in the pitch or roll direction, so as to correct the pitch angle or roll angle of the tilt rotor aircraft.

[0019] 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.

[0020] 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, it controls the blades installed in the nose and tail directions to tilt inward by -5° to 0°, so as to control the tilt-rotor aircraft to move backward; when the horizontal position of the fuselage moves backward, it controls the blades installed in the nose and tail directions to tilt outward 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, it controls the blades installed on the left side of the fuselage to tilt outward by 0° to 90°, and controls the blades installed on the right side of the fuselage to tilt inward 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, it controls the blades installed on the left side of the fuselage to tilt inward by -5° to 0°, and controls the blades installed on the right side of the fuselage to tilt outward by 0° to 90°, so as to control the tilt-rotor aircraft to move right.

[0021] According to the specific embodiments provided by the present application, the following technical effects are disclosed in the present application.

[0022] A tilt-rotor aircraft provided by the present application (hereinafter also simply referred to as an aircraft) is equipped with a tilt multi-rotor system including 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, and the other end of the arm is equipped with a tilt drive device; a motor is installed on the tilt drive device, and the motor is connected to the blade for driving 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 enables the fuselage of the aircraft to maintain 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 supply fails, the aircraft can still maintain non-spinning and stable flight, making the aircraft have super strong safety. Description of the Drawings

[0023] 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. For those of ordinary skill in the art, without creative efforts, other drawings can be obtained based on these drawings.

[0024] Figure 1 Schematic diagrams of different types of aircraft equipped with the tilt multi-rotor system of the present application;

[0025] Figure 2 Schematic layout diagrams of a traditional quadrotor UAV and the tilt-rotor multi-rotor system of the present application;

[0026] Figure 3 Schematic layout diagrams of a traditional hexarotor UAV and the tilt-rotor multi-rotor system of the present application;

[0027] 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;

[0028] Figure 5 Schematic diagram of the tilt travel of the tilt drive device of the present application;

[0029] Figure 6 Schematic diagram of the definition of the tilt angle of the tilt drive device of the present application;

[0030] Figure 7 Schematic diagram of the overall control strategy of the flight controller of the present application;

[0031] Figure 8 Schematic diagram of the propeller tilt method when the aircraft of the present application performs vertical takeoff and landing;

[0032] Figure 9 Schematic diagram of the aircraft of the present application translating in the front-back direction (pitch direction);

[0033] Figure 10 Schematic diagram of the propeller tilt method when the aircraft of the present application translates in the pitch direction;

[0034] Figure 11 Schematic diagram of the aircraft of the present application translating in the left-right direction (roll direction);

[0035] Figure 12 Schematic diagram of the propeller tilt method when the aircraft of the present application translates in the roll direction;

[0036] Figure 13 Schematic diagram of the heading adjustment of the aircraft of the present application;

[0037] Figure 14 Schematic diagram of the propeller tilt method when the aircraft of the present application performs heading adjustment;

[0038] Figure 15 Schematic diagram of the propeller tilt method when the aircraft of the present application adjusts the horizontal position offset in the pitch direction;

[0039] Figure 16 Schematic diagram of the propeller tilt method when the aircraft of the present application adjusts the horizontal position offset in the roll direction;

[0040] Figure 17 Schematic diagram of the blade tilting mode when the aircraft of the present application moves forward

[0041] Figure 18 Schematic diagram of the blade tilting mode when the aircraft of the present application corrects the roll direction swing

[0042] Figure 19 Schematic diagram of the blade tilting mode when the aircraft of the present application decelerates / brakes

[0043] Figure 20 Schematic diagram of the blade tilting mode when the aircraft of the present application decelerates / brakes during high-speed or ultra-high-speed forward flight Detailed implementation mode

[0044] 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.

[0045] 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.

[0046] 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.

[0047] 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; 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.

[0048] The tilt multi-rotor system includes a plurality of tilt rotors, usually an even number, and are mounted 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 2Part (b) shows the cross-shaped layout of the tilt-rotor multi-rotor system of the present application when it includes four tilt rotors. The four arms of the aircraft are aligned with the horizontal front-back and left-right flight directions of the aircraft. Generally, 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 direction of the arrow at the position of the fuselage is the current flight direction, that is, the direction pointing to the nose of the aircraft. 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 rotation direction of its blades is counterclockwise; one tilt rotor is installed on each side of the left and right of the aircraft fuselage to form a pair of tilt rotors in the roll direction, and the rotation direction of its blades is clockwise. Another example, Figure 3 In the exemplary embodiment shown, as Figure 3 Part (a) shows, the six-rotor layout of the traditional unmanned aircraft is a "rice"-shaped cross layout. As Figure 3 Part (b) shows, when the tilt-rotor multi-rotor system of the present application includes six tilt rotors, the "well"-shaped layout is adopted, and the extending directions of the six arms of the aircraft are consistent with the horizontal front-back (pitch) and left-right (roll) flight directions of the aircraft. Generally speaking, the layout of multiple tilt rotors in the tilt-rotor 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-back (pitch) and / or left-right (roll) flight directions of the aircraft flight, as Figure 1 Parts (a), (b) and (c) show. The tilt-rotor multi-rotor system of the present application has a simple structure, is convenient to install, does not need to particularly consider the symmetry of the traditional multi-rotor, and can meet various special layouts.

[0049] The following takes a six-rotor aircraft as an example to illustrate in detail the structure and working principle of the tilt-rotor multi-rotor system of the present application. As Figure 3In the exemplary embodiment shown, the tilt multi-rotor system includes six tilt rotors, respectively referred to as 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 direction of the arrow at the fuselage position is the current flight direction, that is, pointing in the nose direction. 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 on the left and right sides 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 with respect to the fuselage. Among them, the blades of the first tilt rotor 101, the second tilt rotor 102, and the fourth tilt rotor 104 rotate in the same direction, all in the clockwise direction. The blades of the third tilt rotor 103, the fifth tilt rotor 105, and the sixth tilt rotor 106 rotate in the same direction, all in the counterclockwise direction.

[0050] For the rotation direction of the blades in each tilt rotor, Figure 2 part (b) of Figure 3 only provides a specific example. According to Newton's third law, when the blades rotate to generate lift, the blades will exert a force on the air, and at the same time, the air will also exert a reaction force on the blades with the same magnitude and opposite direction. This reaction force will cause the aircraft fuselage to generate a torsional moment 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) of Figure 3In the embodiment shown in part (b), the blade rotation directions of the first tilt-rotor 101, the second tilt-rotor 102, and the fourth tilt-rotor 104 can also all be counterclockwise. 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 clockwise to ensure the overall anti-torque balance of the fuselage.

[0051] In the power installation direction, as Figure 4 shown in part (a), in a traditional unmanned aerial vehicle, the motor and the blade are both installed on the same plane and face the same direction, which is called forward installation. The difference in the installation of the tilt-rotor in this application is that in the horizontal front-back (pitch) direction, as Figure 4 shown in part (b), the tilt-rotor in the nose direction is installed forward (both the motor and the blade face upward), while the tilt-rotor in the tail direction is installed inverted (both the motor and the blade face downward), forming a situation of pulling forward and pushing backward. 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 blade is still installed forward relative to the motor, but the orientation is downward together with the motor.

[0052] Specifically, as Figure 4 shown in parts (b) and (c), in the tilt multi-rotor system of this 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.

[0053] The innovation of this 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 tilting 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., which 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 5The tilting actuator is schematically shown. The target of the tilting drive device 202 is to directly change the direction of the propulsive airflow of the aircraft rotor. Each tilting drive device 202 only needs one degree of freedom in the front and back directions, so the structure of the entire tilting drive device 202 is simple and reliable.

[0054] See Figure 6 , the tilting angle of the tilting drive device 202 is defined as follows for clearer display Figure 6 The tilting drive device is omitted. As Figure 6 shown in part (b) of [], when the aircraft motor 203 is at a right angle to the arm 201, the tilting angle at this time is defined as 0°. As Figure 6 shown in part (a) of [], when the aircraft motor 203 drives the blade 204 to tilt inward, the tilting angle at this time is defined as negative, and the tilting angle range is -5° to 0°. As Figure 6 shown in part (c) of [], when the aircraft motor 203 drives the blade 204 to tilt outward, the tilting angle at this time is defined as positive, and the tilting angle range is 0° to 90°. The initial state of the tilting angle of the aircraft motor 203 or the blade 204 is 0°.

[0055] According to the above structural settings of the tilt-rotor of the present application, by designing and arranging multiple tilt-rotors, three-way control of the aircraft's pitch, roll, and yaw can be achieved. During actual flight, the flight controller adjusts and controls the tilting stroke range of each tilting drive device according to different aircraft types (including gyrocopters and VTOLs), flight speeds, tilt angles, current positions, take-off weights, etc. VTOL (Vertical Take-Off and Landing) is a type of aircraft with vertical take-off and landing capabilities that can complete take-off and landing without a runway.

[0056] 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 and is 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 the direct control of a human pilot.

[0057] Specifically, the flight controller is respectively connected to the sensing device, the tilting 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.

[0058] Accelerometer: Measures linear acceleration and can be used to determine the linear motion of a device in three-dimensional space. It is commonly used to detect the tilt angle and direction of an aircraft.

[0059] Gyroscope: Measures angular velocity, i.e., the rate of rotation of a device around its axis, and helps to determine the rotation and direction changes of the device.

[0060] Magnetometer: Measures the direction of the Earth's magnetic field and can be used to determine the heading of an aircraft. It is often used in combination with accelerometers and gyroscopes to provide more accurate attitude estimation.

[0061] Barometer: Measures atmospheric pressure and can be used to estimate altitude. In an aircraft, it is commonly used for altitude control and stable flight.

[0062] GPS (Global Positioning System) and RTK (Real-Time Kinematic): Provide position, velocity, time, and heading information, which can be fused with other sensor information to improve the accuracy of attitude estimation.

[0063] 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.

[0064] 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.

[0065] Airspeed Sensor: A device used to measure the speed of a fluid (usually air) relative to an object. In the aviation field, it is used to measure the flight speed of an aircraft, which is crucial for flight safety and control.

[0066] Inertial Measurement Unit (IMU): A sensor module that integrates accelerometers and gyroscopes, and sometimes also magnetometers, capable of providing comprehensive data on the linear acceleration, angular velocity, and magnetic field direction of an aircraft for attitude estimation and navigation.

[0067] Vision Sensor (such as a camera): Through image processing technology, it can be used to detect environmental features for attitude estimation and positioning, and is commonly used in Visual-inertial odometry (VIO) systems.

[0068] These sensors usually need to be calibrated and fused to provide accurate and reliable attitude data. The sensor data is processed by a powerful processor (chip) in conjunction with a fusion algorithm. For example, Kalman is widely used to combine the data of multiple sensors to obtain a more stable and accurate attitude estimation of the aircraft and a more precise control output.

[0069] 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 configuration, it can synchronously control the tilting angles of the motors and propellers in the tilt drive device and the changes in the motor and propeller speeds according to the current attitude, navigation and other control information of the aircraft, so as to achieve synchronous hybrid control.

[0070] The overall control strategy of the flight controller in this application is as Figure 7 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., actual value ≠ expected value), it adjusts the attitude of the aircraft fuselage by controlling the tilting angle of the propeller and the motor speed, with the tilting control of the propeller as the main method and the motor speed control as 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 in this application adjusts the attitude of the aircraft by controlling the tilting angle of the propeller and the motor speed, which is used to avoid the situation that the aircraft pitches down when moving forward and prevent a large negative lift value when encountering strong winds. Of course, based on the tilt multi-rotor system in this 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 propeller will be used for forward actuation. The core idea of the tilt multi-rotor system in this application is to control the flight attitude of the aircraft by directly changing the direction of the aircraft's propulsion power, so that each aircraft power changes from fixed to vector control. Here, the flight attitude control method of the tilt multi-rotor system in this application will be introduced in detail taking a six-rotor aircraft as an example.

[0071] When the aircraft needs to perform vertical takeoff and landing, 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 8As shown, at this time, the flight controller controls all tilting servos to maintain 0°, that is, controls the tilting angles of all blades to maintain 0°. The flight controller only needs to control the change in the motor speed. Specifically, when the actual altitude > desired altitude, control the corresponding motor speed to decrease, thereby controlling the aircraft to descend; when the actual altitude < desired altitude, control the corresponding motor speed to increase, thereby controlling the aircraft to ascend. The motor speed is proportional to the blade speed.

[0072] After the aircraft ascends / descends to the desired altitude, the tilting multi-rotor system can perform arbitrary combination control or individual control for the three heading angles of pitch, roll, and yaw 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 tilting direction and tilting 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), by controlling the tilting angles of the two blades installed in the left-right direction (roll direction) of the fuselage to remain unchanged at 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°, the aircraft can be controlled to fly forward. For example Figure 10 As shown in part (b), by controlling the tilting angles of the two blades installed in the left-right direction (roll direction) of the fuselage to remain unchanged at 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 inward by -5° to 0°, the aircraft can be controlled to fly backward.

[0073] 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 controlling the tilting angles of the four blades (two in the nose direction + two in the tail direction) installed in the front-back direction (pitch direction) to remain unchanged at 0°, controlling the blade installed on the left side of the fuselage to tilt inward by -5° to 0°, and controlling the blade installed on the right side of the fuselage to tilt outward by 0° to 90°, the aircraft can be controlled to fly right. For example Figure 12 As shown in part (b), by controlling the tilting angles of the four blades (two in the nose direction + two in the tail direction) installed in the front-back direction (pitch direction) to remain unchanged at 0°, controlling the blade installed on the left side of the fuselage to tilt outward by 0° to 90°, and controlling the blade installed on the right side of the fuselage to tilt inward by -5° to 0°, the aircraft can be controlled to fly left.

[0074] As Figure 13As shown, the flight controller is also used to adjust the heading of the aircraft by controlling the tilting angle of the blades installed in the current flight direction (the direction of the fuselage arrow), that is, to perform yaw direction adjustment. For example Figure 14 as shown in part (a) of Figure 14 , when the aircraft nose heading needs to be adjusted to the left, 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 are tilted outward by 0° to 90°, and the blades of the remaining tilting rotors maintain the tilting angle unchanged at 0°, so as to control the left yaw. For example Figure 14 as shown in part (b) of Figure 14 , when the aircraft nose heading needs to be adjusted to the right, 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 are tilted outward by 0° to 90°, and the blades of the remaining tilting rotors maintain the tilting angle unchanged at 0°, so as to control the right yaw.

[0075] Furthermore, the flight controller is also used to compare the actual position of the aircraft with the expected position when the aircraft hovers, and judge whether there is any horizontal offset in the front-back, left-right directions (pitch direction or roll direction).

[0076] Specifically, the horizontal position offset in the front-back direction (pitch direction) is introduced as follows. As Figure 15 shown, the arrow marked on the fuselage is the current flight direction. When the aircraft is affected by external forces (such as wind, poor self-balance, etc.) in the air and there is a horizontal position offset in the front-back direction (pitch direction), the flight controller makes the following controls. As Figure 15 shown in part (a) of Figure 15 , when the aircraft is exactly at the expected hovering point in the pitch direction, that is, when the actual value in the pitch direction = the expected value, the tilting angle of each blade remains unchanged at 0° and does not tilt. As Figure 15 shown in part (b) of Figure 15 , when the aircraft horizontally moves forward in the pitch direction (the actual hovering position relative to the expected hovering position), that is, when the actual value in the pitch direction > the expected value, the blades installed in the nose direction and the tail direction are tilted 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 aircraft horizontally moves backward in the pitch direction (the actual hovering position relative to the expected hovering position), that is, when the actual value in the pitch direction < the expected value, the blades installed in the nose direction and the tail direction are tilted outward by 0° to 10°, so as to control the aircraft to move forward.

[0077] When performing flight control of an aircraft, the setpoint refers to the target value or ideal state that is desired to be achieved. It is the goal that the flight controller needs to achieve by adjusting the input. The setpoint is the reference point for the flight controller, and the flight controller will continuously adjust the control output of the flight command to make the actual value approach the setpoint. The measured value (or process variable) is the current actual output value or state, which is obtained in real time through sensors or other measurement devices. The measured value reflects the current state, and the flight controller determines whether to adjust the control amount by comparing the difference between the measured value and the setpoint. In the flight controller, the difference between the setpoint and the measured value (referred to as the error) is used to determine how to adjust the control amount. Usually, error = setpoint - measured value. If the error is positive, it means that the actual value is lower than the setpoint, and the output needs to be increased; if the error is negative, it means that the actual value is higher than the setpoint, and the output needs to be decreased.

[0078] For example Figure 15 As shown in part (b), when the measured value in the pitch direction > setpoint, the tilting direction of the propeller and the motor is inward tilting, and the tilting stroke is finely adjusted within -5° to 0°. The tilting stroke is small when approaching the setpoint and large when far from the setpoint. For example Figure 15 As shown in part (c), when the measured value in the pitch direction < setpoint, the tilting direction of the propeller and the motor is outward tilting, and the tilting stroke is usually finely adjusted within 0° to 10°. This is because the outward tilting stroke is larger, and more tilting control amount can be given. The tilting stroke is small when approaching the setpoint and large when far from the setpoint. 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 motor power output requirement 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.

[0079] 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 - right direction, the flight controller makes the following controls. As Figure 16 As shown in part (a), when the aircraft is exactly at the desired hover point in the roll direction, that is, when the measured value in the roll direction = setpoint, the tilting angle of each propeller remains unchanged = 0°, and there is no tilting. As Figure 16As shown in part (b), when the horizontal position of the aircraft in the roll direction shifts to the right, i.e., the actual value in the roll direction > the expected value, the aircraft needs to be corrected to the left. At this time, the blades installed on the left side of the fuselage are controlled to tilt outward by 0° to 90°, and the blades installed on the right side of the fuselage are controlled to tilt inward by -5° to 0°, so as to control the aircraft to move to the left. As Figure 16 As shown in part (c), when the horizontal position of the aircraft in the roll direction shifts to the left, i.e., the actual value in the roll direction < the expected value, the aircraft needs to be corrected to the right. At this time, the blades installed on the left side of the fuselage are controlled to tilt inward by -5° to 0°, and the blades installed on the right side of the fuselage are controlled to tilt outward by 0° to 90°, so as to control the aircraft to move to the right.

[0080] 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 angle of each blade remains unchanged = 0°, and it does 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.

[0081] Generally, 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 and right directions of the aircraft in the air through quick and simple tilting, without the need to adjust the horizontal position in the left and right directions through complex fuselage tilting methods, thereby reducing the control quantity 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.

[0082] For the nose heading deviation, as Figure 14As shown in the figure, when the aircraft is affected by external forces (such as wind, poor self - balance, etc.) in the air, the heading of the nose deviates. At this time, the flight controller makes the following controls. When the nose does not deviate, the tilt angles of each blade remain unchanged at 0°, and there is no tilting. When the nose deviates to the right, the tilt drive device on the right side of the aircraft tilts outwards, and the tilting stroke is usually adjusted between 0° and 90°, so as to control the aircraft's 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 outwards, and the tilting stroke is usually adjusted between 0° and 90°, so as to control the aircraft's heading to deflect to the right.

[0083] Traditional multi - rotor UAVs use the difference in rotor speeds to adjust the roll - direction deviation. 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) brought. At the same time, when correcting the difference in rotor speeds, the UAV also needs to maintain a constant altitude and a stable attitude. Therefore, the yaw - correction ability of traditional UAVs is limited. It is very 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 be stable, 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 aircraft can effectively control the accuracy of the nose heading regardless of the size of the blade diameter. The wind - direction vector control can enable the aircraft to hover stably in strong winds, increasing the wind - resistance performance of the aircraft. At the same time, it enables the aircraft to have the ability to fly at high speed and accurately control the nose heading during high - speed flight.

[0084] In terms of safety, traditional UAVs are corrected by the difference in the moment of inertia of each blade, that is, by different rotational speeds of each blade, and the correction range is very limited. While the present application directly uses vector control and directly does work for correction with 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 air rescue. Under the same circumstances, the powerful wind - direction vector control can ensure that the aircraft has sufficient yaw - control performance, so that the aircraft will not spin, and can enable the aircraft to 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.

[0085] The forward movement of the drone refers to the drone flying forward horizontally, changing from a hovering state to a flying state. Traditional drones achieve forward movement by tilting the fuselage. However, due to the limited tilting angle of the drone fuselage, the flying speed of the drone is greatly reduced, especially for drones with heavier loads, which are more significantly restricted. At the same time, when the drone makes a forward movement by pitching downwards, it will bring a huge negative lift. If flying in strong winds, it may be unable to fly or even crash due to the nose pitching downwards. As Figure 17 shown, the aircraft in this application achieves the goal of forward flight by tilting the pitch-direction motor / propeller outward by 0° to 90°. At this time, the aircraft makes a 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 movement method of the aircraft in this application enables the forward speed of the aircraft to be unrestricted by the fuselage tilting angle, 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 in this 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 in this application is not restricted by the fuselage tilting angle, the maximum forward flight speed of the aircraft is also much higher than that of traditional drones.

[0086] 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. While the aircraft in this application corrects in the roll direction by tilting the left and right motors / propellers in the roll direction, enabling the high-speed flying aircraft to have the maximum buoyancy correction ability. At the same time, the tilt multi-rotor system in this application also functions as a stabilizer, providing the corresponding damping required for the swing amplitude of the aircraft, enabling the fuselage of the aircraft to be stable even at high speeds, ensuring the effectiveness of the rotor lift, and not wasting the power of the aircraft.

[0087] In terms of the braking of the drone, traditional drones can only achieve deceleration by tilting the fuselage. If decelerating at a relatively high speed, it will cause the fuselage to tilt significantly, which directly affects the inability of the drone to fly at high speeds. In this application, when the aircraft needs to decelerate or brake, the flight controller can control the propellers installed in the current flight direction to tilt inward by -5° to 0°, or simultaneously cooperate with controlling the rotational speed of the motors installed in the current flight direction, thereby controlling the deceleration or braking of the aircraft. As Figure 19 shown, this application decelerates the aircraft by tilting the motor / propeller inward. During this process, the fuselage of the aircraft remains horizontal and will not cause the aircraft to enter a large attitude tilt state.

[0088] 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, for example, slightly raising the nose, and cooperating with the inward tilting motor / blades can 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.

[0089] 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 overall working voltage and current of the UAV, resulting in huge energy consumption losses. While the present application preferentially and actively controls the tilting angle and direction of the motor / blades of the aircraft, and directly participates in attitude control by changing the direction of the propulsion force, thereby greatly reducing the control requirements for the motor speed of the aircraft, greatly reducing the response to the change of the motor output power of the aircraft, and even sometimes being able to achieve control without power change, that is, constant power control.

[0090] Overall, each tilting device structure of the tilting multi-rotor system of the present application has only one degree of freedom. Therefore, the tilting device has a simple structure, 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 the present application as the main control method of the multi-rotor UAV, compared with the traditional multi-rotor UAV that can only adjust the motor speed, it has the advantages of fast response speed, simple control logic, accurate and reliable control execution, etc.

[0091] The tilting multi-rotor system of the present 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 has the ability of high-speed flight.

[0092] The tilting multi-rotor system of the present application enables the aircraft to have more efficient flight ability, more energy-saving, saving 20% - 30% energy consumption compared with traditional UAVs, and the flight speed is more than twice higher than that of traditional UAVs.

[0093] The tilting multi-rotor system of the present application also enables the aircraft to have super strong safety. For example, when a certain power fails, the aircraft can still maintain non-spinning and stable flight.

[0094] As Figure 1 shown, the tilting multi-rotor system of the present application has a wide range of adaptability. The tilting multi-rotor system of the present 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 for application, forming Figure 1The tilt-rotating fixed-wing aircraft shown in part (b) or the Figure 1 The tilt-hybrid wing aircraft shown in part (c) of the present invention takes advantage of the low energy consumption, high flight speed, safety and stability of the present invention. The tilt-hybrid wing aircraft includes both the tilt-rotor of the present invention and the conventional rotor without tilting.

[0095] like Figure 1 As 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.

[0096] 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.

[0097] 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.

[0098] 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.

[0099] The technical features of the above embodiments can be combined arbitrarily. For the sake of brevity of description, 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, it should be considered as the scope recorded in this specification.

[0100] Specific examples are used in this article to elaborate on the principles and implementation manners 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 manners and application scopes. In summary, the content of this specification should not be construed as a limitation on the present application.

Claims

1. A tilt-rotor aircraft, characterized in that, Comprising: A fuselage, and a tilting multi-rotor system, a sensing device, and a flight controller mounted on the fuselage; the tilting multi-rotor system includes a plurality of tilting rotors; each tilting rotor includes an arm, a tilting drive device, a motor, and a blade; in each tilting rotor, one end of the arm is fixed to the fuselage; the other end of the arm is provided with a tilting drive device; the tilting drive device is provided with a motor; the motor is connected to the blade and is used to drive the blade to rotate at a preset speed; the tilting drive device is used to drive the motor and the blade to tilt by a preset angle. The tilting angle of the blade is between -5° and 90°; the plurality of tilting rotors are respectively mounted in the nose direction, the tail direction, and the left and right sides directions of the fuselage; when the tilting rotor is mounted in the nose direction, the motor and the blade are both mounted forward; when the tilting rotor is mounted in the tail direction, the motor is mounted upside down at this time, and the blade is mounted forward; when the tilting rotor is mounted in the left and right sides directions of the fuselage, the motor and the blade are both mounted forward. The flight controller is respectively connected to the sensing device, the tilting 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, and when it judges that the actual attitude of the fuselage does not match the expected attitude, it adjusts the attitude of the fuselage by controlling the tilting angle of the blade and the motor speed; the attitude of the fuselage includes height, horizontal position, speed, pitch angle, roll angle, and yaw angle. The flight controller is also used to compare the actual position of the fuselage with the expected position when the tilting rotor aircraft hovers, and judge whether there is a horizontal offset in the front, back, left, and right directions; when the horizontal position of the fuselage moves forward, control the blades mounted in the nose direction and the tail direction to tilt inward by -5° to 0°, so as to control the tilting rotor aircraft to move backward; when the horizontal position of the fuselage moves backward, control the blades mounted in the nose direction and the tail direction to tilt outward by 0° to 10°, so as to control the tilting rotor aircraft to move forward; when the horizontal position of the fuselage moves to the right, control the blade mounted on the left side of the fuselage to tilt outward by 0° to 90°, and control the blade mounted on the right side of the fuselage to tilt inward by -5° to 0°, so as to control the tilting rotor aircraft to move to the left; when the horizontal position of the fuselage moves to the left, control the blade mounted on the left side of the fuselage to tilt inward by -5° to 0°, and control the blade mounted on the right side of the fuselage to tilt outward by 0° to 90°, so as to control the tilting rotor aircraft to move to the right.

2. The tilt-rotor aircraft according to claim 1, wherein The tilting drive device is a servo motor, an electric push rod, a hydraulic push rod, or a tilting motor.

3. The tilt-rotor aircraft according to claim 1, wherein The flight controller is used to control the vertical lift of the fuselage. At this time, control the tilting angles of all blades to remain 0°; when the actual height > the expected height, control the speeds of all motors to decrease, so as to control the fuselage to descend; when the actual height < the expected height, control the speeds of all motors to increase, so as to control the fuselage to ascend.

4. The tilt-rotor aircraft according to claim 1, characterized in that The flight controller is further configured to, when the tilt-rotor aircraft needs to fly in a specified direction, 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.

5. The tilt-rotor aircraft according to claim 1, characterized in that, The flight controller is further configured to, when the tilt-rotor aircraft needs to decelerate or brake, control the blades installed in the current flight direction to tilt inward by -5° to 0°, or simultaneously cooperate to control the rotational speed of the motor installed in the current flight direction, so as to control the tilt-rotor aircraft to decelerate or brake.

6. The tilt-rotor aircraft according to claim 1, wherein The flight controller is further configured to, when the tilt-rotor aircraft sways in the pitch or roll direction, control the blades installed in the pitch or roll direction to tilt between -5° and 90°, or simultaneously cooperate to control the rotational speed of the motor installed in the pitch or roll direction, so as to correct the pitch angle or roll angle of the tilt-rotor aircraft.

7. The tilt-rotor aircraft according to claim 1, wherein The flight controller is further configured to adjust the heading of the tilt-rotor aircraft by controlling the tilt angle of the blades installed in the current flight direction.

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