Aircraft with laminated tilt rotor structure and control method

Abstract

The invention provides an aircraft with a laminated tilt rotor structure and a control method, and relates to the technical field of aircrafts, the aircraft comprises a fuselage, wings, an empennage, an undercarriage and a tilt rotor assembly; the wings comprise a first wing and a second wing which are arranged in parallel in the height direction of the fuselage, and the first wing is higher than the second wing; the tilting rotor wing assembly comprises a first tilting rotor wing pair and a second tilting rotor wing pair, and the first tilting rotor wing pair and the second tilting rotor wing pair respectively comprise at least two tilting rotor wings; the first tilting rotor pair and the second tilting rotor pair are correspondingly arranged and are respectively connected to the first wing and the second wing; the tilting rotor wings of the first tilting rotor wing pair and the tilting rotor wings of the second tilting rotor wing pair extend out of wings in the opposite directions to form an airflow path distributed in a front-back laminated mode relative to the aircraft body, and the problems that an existing aircraft with the tilting rotor wings occupies a large space and is limited in application are solved.

Description

Technical Field

[0001] The present invention relates to the technical field of aircraft, and in particular to an aircraft with a laminated tilt-rotor structure and a control method thereof. Background Art

[0002] Traditional aircraft types include fixed-wing aircraft and multi-rotor aircraft. Fixed-wing aircraft technology is relatively mature, with high speed, long range, and large carrying capacity, but it requires a long runway during takeoff or landing. Multi-rotor aircraft do not need a runway and can take off and land vertically in a small space, but the flight speed is slower, the flight time is shorter, and the range is shorter.

[0003] Tilt-rotor aircraft not only have the flexibility and convenience of multi-rotor aircraft for vertical take-off and landing, but also have the high speed and long range of fixed-wing aircraft. However, most existing structures use a tilt-rotor structure on a single-layer wing, but most single-layer wings take up a long space and cannot meet the application requirements of some narrow spaces. Summary of the invention

[0004] In order to overcome the above technical defects, the purpose of the present invention is to provide an aircraft with a laminated tilt-rotor structure and a control method to solve the problem that existing aircraft with tilt-rotors occupy a large space and have limited applications.

[0005] The invention discloses an aircraft with a laminated tilt-rotor structure.

[0006] Includes fuselage, wings, tail, landing gear and tilt-rotor assembly;

[0007] The wing comprises a first wing and a second wing arranged side by side in a height direction of the fuselage, wherein the first wing is higher than the second wing;

[0008] The tiltrotor assembly includes a first tiltrotor pair and a second tiltrotor pair, wherein the first tiltrotor pair and the second tiltrotor pair each include at least two tiltrotors;

[0009] The first tilt-rotor pair and the second tilt-rotor pair are arranged correspondingly and connected to the first wing and the second wing respectively;

[0010] The tilt-rotors of the first tilt-rotor pair and the tilt-rotors of the second tilt-rotor pair extend out of the wings in directions away from each other to form an airflow path that is stacked front and rear relative to the fuselage.

[0011] Preferably, the tilt-rotors of the first tilt-rotor pair are symmetrically located on the first wing along the fuselage;

[0012] The tilt-rotors of the second tilt-rotor pair are located on the second wing in an upper and lower correspondence with the tilt-rotors of the first tilt-rotor pair.

[0013] Preferably, the tilt-rotor of the first tilt-rotor pair extends behind the first wing;

[0014] The tilt-rotors of the second tilt-rotor pair extend forward of the second wing.

[0015] Preferably, the tilt rotor comprises a support rod, a tilt control mechanism, a motor and blades;

[0016] The blades of the first tilt-rotor pair and the second tilt-rotor pair are at the same distance relative to the wing centerline.

[0017] Preferably, the motor and blades of the first tilt-rotor pair are controlled by the tilt control mechanism thereof to rotate within a range of 90° in the direction of the second wing;

[0018] The motor and blades of the second tilt-rotor pair are controlled by the tilt control mechanism thereof to rotate within a range of 90° in the direction of the first wing.

[0019] Preferably, the length of the tilt-rotor upper support rod extending out of the wing portion exceeds the length of the blade;

[0020] And / or, the distance between the support rod and the fuselage exceeds the length of the blade.

[0021] Preferably, the first wing and / or the second wing respectively comprises a main wing and two ailerons connected to the sides of the main wing;

[0022] The aileron is located at the rear side of the main wing, and the tilt-rotor extends along an edge of the main wing away from a side of the fuselage to the tilt-rotor.

[0023] The present invention also provides a control method for an aircraft with a laminated tilt-rotor structure, using the above-mentioned aircraft, the control method includes a fixed-wing mode, a tilt-rotor transition mode, and a helicopter mode;

[0024] In the fixed-wing mode, each tilt-rotor is controlled by its tilt control mechanism to be in a vertical state;

[0025] Tilt transition mode, each tilt rotor is controlled by its tilt control mechanism at a certain angular velocity;

[0026] In helicopter mode, each tilt-rotor is controlled by its tilt-control mechanism to be in a horizontal state.

[0027] Preferably, the method further comprises: using a sensor component to collect flight information in real time, and dynamically optimizing control parameters of each tilt-rotor according to the flight information.

[0028] Preferably, the method further includes: obtaining a preset path and autonomously configuring control parameters of each tilt rotor.

[0029] Compared with the prior art, the above technical solution has the following beneficial effects:

[0030] The present application provides an aircraft with a laminated tilt-rotor structure and a control method, which include a fuselage, wings, a tail, a landing gear and a tilt-rotor assembly. A double-layer wing is used, and the tilt-rotors extend the wings in directions relatively away from each other to form an airflow path that is laminated and distributed relative to the fuselage. This effectively reduces the mutual interference between the airflows generated by each tilt-rotor, provides a smaller wing area in the vertical direction, reduces resistance, and facilitates control, thereby solving the problem that existing aircraft with tilt-rotors occupy a large space and have limited applications. BRIEF DESCRIPTION OF THE DRAWINGS

[0031] Figure 1 It is a structural schematic diagram of an aircraft in a fixed-wing mode in an embodiment of an aircraft with a laminated tilt-rotor structure and a control method according to the present invention;

[0032] Figure 2 It is a structural schematic diagram of a tilt-rotor of an aircraft from one perspective in a fixed-wing mode in an embodiment of an aircraft with a laminated tilt-rotor structure and a control method according to the present invention;

[0033] Figure 3 It is a structural schematic diagram of the tilt-rotor of the aircraft in the fixed-wing mode from another perspective in an embodiment of an aircraft with a laminated tilt-rotor structure and a control method according to the present invention;

[0034] Figure 4 It is a structural schematic diagram of an aircraft in a tilt transition mode in an embodiment of an aircraft with a laminated tilt-rotor structure and a control method according to the present invention;

[0035] Figure 5 It is a structural schematic diagram of a tilt-rotor of an aircraft from one perspective in a tilt transition mode in an embodiment of an aircraft with a laminated tilt-rotor structure and a control method according to the present invention;

[0036] Figure 6 It is a schematic structural diagram of the tilt-rotor of the aircraft in the tilt transition mode from another perspective in an embodiment of an aircraft and a control method of a laminated tilt-rotor structure according to the present invention;

[0037] Figure 7 It is a structural schematic diagram of an aircraft in a helicopter mode in an embodiment of an aircraft with a laminated tilt-rotor structure and a control method according to the present invention;

[0038] Figure 8It is a structural schematic diagram of a tilt-rotor of an aircraft from one perspective in a helicopter mode in an embodiment of an aircraft with a laminated tilt-rotor structure and a control method according to the present invention;

[0039] Fig. 9 This is a structural schematic diagram of the tilt-rotor of the aircraft from another perspective in the hovering helicopter mode in an embodiment of an aircraft with a laminated tilt-rotor structure and a control method according to the present invention.

[0040] Reference numerals:

[0041] 1-fuselage; 2-wing; 21-first wing; 22-second wing; 221-main wing; 222-aileron; 3-tail wing; 4-landing gear; 51-first tilt-rotor pair; 52-second tilt-rotor pair; 6-tilt-rotor; 61-support rod; 62-tilt control mechanism; 63-motor; 64-blade. DETAILED DESCRIPTION

[0042] The advantages of the present invention are further described below in conjunction with the accompanying drawings and specific embodiments.

[0043] Exemplary embodiments will be described in detail herein, examples of which are shown in the accompanying drawings. When the following description refers to the drawings, the same numbers in different drawings represent the same or similar elements unless otherwise indicated. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with the present disclosure. Instead, they are merely examples of devices and methods consistent with some aspects of the present disclosure as detailed in the appended claims.

[0044] The terms used in this disclosure are for the purpose of describing specific embodiments only and are not intended to limit the disclosure. The singular forms of "a", "said" and "the" used in this disclosure and the appended claims are also intended to include plural forms unless the context clearly indicates otherwise. It should also be understood that the term "and / or" used herein refers to and includes any or all possible combinations of one or more associated listed items.

[0045] It should be understood that although the terms first, second, third, etc. may be used in the present disclosure to describe various information, such information should not be limited to these terms. These terms are only used to distinguish the same type of information from each other. For example, the first information may also be referred to as the second information without departing from the scope of the present disclosure, and similarly, the second wing may also be referred to as the first wing. Depending on the context, the word "if" as used herein may be interpreted as "at the time of" or "when" or "in response to determining".

[0046] In the description of the present invention, it needs to be understood that the orientations or positional relationships indicated by terms such as “longitudinal”, “lateral”, “up”, “down”, “front”, “rear”, “left”, “right”, “vertical”, “horizontal”, “top”, “bottom”, “inside” and “outside” are based on the orientations or positional relationships of the fuselage shown in the accompanying drawings.

[0047] In the description of the present invention, unless otherwise specified and limited, it should be noted that the terms "installed", "connected" and "connected" should be understood in a broad sense. For example, it can be a mechanical connection or an electrical connection, or it can be the internal connection between two components. It can be a direct connection or an indirect connection through an intermediate medium. For ordinary technicians in this field, the specific meanings of the above terms can be understood according to the specific circumstances.

[0048] In the following description, the suffixes such as "module", "component" or "unit" used to represent elements are only used to facilitate the description of the present invention, and have no specific meanings. Therefore, "module" and "component" can be used interchangeably.

[0049] Regarding the description of the drawings, only Figure 2 The main wing and aileron are marked in the figure, which are included in all the drawings, but they are not marked because it may cause unclear indication of repeated lines; they are only shown in the attached figure. Figure 3 The specific structure of the tilt-rotor is marked in the figure, and actually other figures are similar. Considering that repeated lines may cause unclear indications, they are not marked; each figure includes the structure of the aircraft, but considering that the line parts are not marked repeatedly, it should not be understood as a limitation on the embodiments.

[0050] Embodiment: This embodiment discloses an aircraft with a laminated tilt-rotor structure. Figure 1-Figure 9 , the aircraft may be an airplane, a small UAV, etc., including a fuselage, wings, a tail, a landing gear, and a tilt-rotor assembly;

[0051] In this embodiment, the wing is a double-layer wing, and the tilt-rotor assembly is arranged on the double wings to realize a laminated tilt-rotor structure on the aircraft. As a preferred arrangement, the wing length of the double-layer wing (i.e., the first wing and the second wing described below) does not exceed 1.5 times the length of the fuselage to be suitable for applications in narrow scenes. Through the setting of the double-layer wing, when the aircraft is in helicopter mode, the vertical wing occupies less space than most existing aircraft, has less lift resistance, and is easy to control; and in fixed-wing mode, it can provide greater lift.

[0052] Specifically, the wing includes a first wing and a second wing arranged in parallel along the height direction of the fuselage, wherein the first wing is higher than the second wing; the tilt-rotor assembly includes a first tilt-rotor pair and a second tilt-rotor pair, and the first tilt-rotor pair and the second tilt-rotor pair respectively include at least two tilt-rotors, that is, the tilt-rotors can be four or multiples of four; the first tilt-rotor pair and the second tilt-rotor pair are arranged correspondingly and are respectively connected to the first wing and the second wing; the tilt-rotors of the first tilt-rotor pair and the tilt-rotor pair extend out of the wings in directions relatively away from each other to form an airflow path that is stacked front and rear relative to the fuselage.

[0053] It should be noted that in this embodiment, the tilt-rotors located on the first wing and the second wing are staggered, wherein the staggering includes front and back (in this application, the front and back are relative to the fuselage, the nose is the front, and the wing is the rear) and up and down (there is a height difference between the double-layer wing), and at least four mutually parallel airflow paths are controlled to form, and the working parameters of each group of tilt-rotor pairs are controlled in any state. It can be understood that there is a height difference between the first tilt-rotor pair and the second tilt-rotor pair, and there is a difference in the airflow environment of the upper and lower wings. The lower wing is closer to the ground, the airflow is more turbulent, and it may be disturbed by the wake of the upper wing; the upper wing is in a relatively smooth airflow; therefore, the upper rotor (tilt-rotor on the first wing) may need to generate a greater pulling force to compensate for the lift loss of the lower rotor (tilt-rotor on the second wing) due to airflow interference. According to the preset / calibrated relationship between rotor pulling force and power, the corresponding control parameters are generated.

[0054] In this embodiment, a better advantage is that the tilt-rotors on the first wing and the second wing located above and below in this application are also staggered in the front-to-back direction, which effectively reduces the mutual interference between the airflows generated by the upper and lower layers, is safer, and the power control only needs to consider the pulling force caused by the height, which is simple to control.

[0055] Specifically, the above-mentioned wing is a double-layer wing, and the specific structure can adopt the existing wing structure, or it can be improved by setting specific parameters according to the scene, such as the inclination, length, corner area, thickness, etc. of the wing surface; the first wing and / or the second wing respectively include a main wing and two ailerons connected to the sides of the main wing; the aileron is located on the rear side of the main wing, and the tilt-rotor extends along the edge of the main wing away from the side of the fuselage to the tilt-rotor; the main wing is used to provide the main lift and control the longitudinal (pitch) attitude; the aileron is located at the trailing edge of the main wing, which can facilitate the longitudinal axis rolling attitude of the aircraft.

[0056] Specifically, the above-mentioned aircraft also includes a tail and landing gear, and the common structure of existing aircraft can be applied. In this embodiment, the tail is connected to the tail end of the fuselage, and the tail includes a vertical tail and a rudder. The vertical tail is used to maintain the heading balance of the aircraft during flight, and the rudder is used to provide heading control; it also includes a horizontal tail and an elevator. The horizontal tail is used to maintain the pitch balance of the aircraft during flight, and the elevator is used to provide pitch control. For example, in fixed-wing mode, it is necessary to control the aircraft to rise, and the elevator of the horizontal tail is controlled to deflect downward, and the nose of the aircraft will be lifted and climb. The landing gear includes a retracting mechanism, wheels, a shock absorbing mechanism, etc.

[0057] Specifically, the tilt-rotor assembly included in the above-mentioned aircraft, the tilt-rotors of the first tilt-rotor pair are located on the first wing symmetrically along the fuselage; the tilt-rotors of the second tilt-rotor pair are located on the second wing correspondingly to the tilt-rotors of the first tilt-rotor pair above and below. In this embodiment, the above-mentioned "corresponding arrangement" refers to the correspondence between the positions of the first wing and the second wing, that is, the first tilt-rotor pair and the second tilt-rotor pair are at the same position in two planes at different heights; it can be understood that the setting of the "corresponding arrangement" is mainly to maintain the overall symmetry of the aircraft, so as to simplify the control of each tilt-rotor, and the first tilt-rotor pair and the second tilt-rotor pair may not be completely corresponding, but they need to be distributed in pairs on the first wing and the second wing respectively. As an example, the distance between the tilt-rotors of the first tilt-rotor pair may be less than / greater than (that is, not completely equal to) the distance between the tilt-rotors of the second tilt-rotor pair, or the tilt-rotors of the first tilt-rotor pair and the tilt-rotors of the second tilt-rotor pair are not completely parallel, and have a certain displacement along the wing direction, that is, the first tilt-rotor pair and the second tilt-rotor pair are distributed at different positions inside and outside the part, but at this time, it is necessary to adjust the control parameters for each tilt-rotor (each tilt-rotor is controlled differently, and the specific control parameters are relatively complex) to maintain the stable operation of the aircraft.

[0058] Specifically, in this embodiment, the tilt rotor of the first tilt rotor pair extends to the rear of the first wing; the tilt rotor of the second tilt rotor pair extends to the front of the second wing, that is, staggering in the front-to-back direction is achieved. The tilt rotor includes a support rod, a tilt control mechanism, a motor and a blade; the blades of the first tilt rotor pair and the second tilt rotor pair are respectively at the same distance relative to the center line of the wing (the blades are equidistantly distributed on both sides of the center line of the wing), and the distance of the blades (for precise positioning, it can be the center of the blades) relative to the center line of the wing is limited. In fact, the "distance of the blades relative to the center line of the wing" can be understood as the plane formed by the center lines of each double-layer wing, the distance from the blades to the aforementioned plane when the tilt rotor is in a vertical state (fixed-wing mode), and the center of gravity of the wing is located in the aforementioned plane. The purpose is to make the tilt rotor components symmetrically distributed on the wing, thereby making the control simple and improving the safety during the application of the aircraft.

[0059] It can be understood that the motor and blades of the tilt rotor are deflected by being driven by a tilt control mechanism (a structure that controls the tilt of the rotor, which may specifically include connecting rods, tilt servos, joints, etc.). As an example, the tilt control mechanism is connected to the motor, and the motor is connected to the blades, which can be mounted on the end of the support rod through a connecting rod, so that the tilt control mechanism drives the motor and blades to achieve deflection at different angles.

[0060] Specifically, taking the tilt-rotor of the first tilt-rotor pair as an example, one end of the tilt-rotor support rod is connected to the first wing, and the other end is connected to the blade. When the tilt-rotor is in a horizontal state, the blade faces downward, and the support rod is connected to the upward side of the blade. During the control process, the blade is limited by the position of the support rod. At the same time, considering the direction of the generated airflow, the blade is set to be driven only to rotate in the downward plane; therefore, in this embodiment, the motor and blade of the first tilt-rotor pair are controlled by its tilt control mechanism to rotate within a range of 90° in the direction of the second wing; the motor and blade of the second tilt-rotor pair are controlled by its tilt control mechanism to rotate within a range of 90° in the direction of the first wing. In this embodiment, the tilt-rotor deflection rotates from the horizontal direction to the vertical direction, that is, rotates within a range of 90°; the first tilt-rotor pair is at the rear, and the second tilt-rotor pair is at the front, which limits the front row of tilt-rotors to be driven to tilt upward, and the rear row of tilt-rotors is driven to tilt downward.

[0061] It is understandable that the first tilt-rotor pair may be arranged to face forward and the second tilt-rotor pair to face backward, but this needs to be subject to the above-mentioned restrictions on the direction of rotation.

[0062] As a preferred arrangement, the support rod of the tilt-rotor extends to cover at least 1 / 2 of the width of the wing and is connected to the wing, that is, the support rod of the tilt-rotor of the first tilt-rotor pair in the above example extends from the trailing edge of the first wing to cover at least 1 / 2 of the width of the wing, as shown in the figure, and can extend to 2 / 3 of the width of the wing, which makes the tilt-rotor connection more stable.

[0063] As a preferred setting, the length of the support rod on the tilt-rotor extending out of the wing portion exceeds the length of the blade; and / or the distance between the support rod and the fuselage exceeds the length of the blade, so that the blade maintains a certain distance between the fuselage and the wing when rotating, so that the tilt-rotor will not contact the fuselage / wing in any state. At the same time, the length of the support rod can be set separately according to the different control requirements of the upper and lower wings, so as to achieve stable control of the aircraft. For example, considering the height difference, the length of the support rod covering the first wing is set longer than the support rod covering the second wing, that is, it is used to control the first tilt-rotor to provide greater lift and improve safety in use.

[0064] Based on the above, this embodiment also provides a control method for an aircraft with a laminated tilt-rotor structure, using the above aircraft, the control method includes a fixed-wing mode, a tilt-transition mode, and a helicopter mode;

[0065] Fixed wing mode (such as Figure 1-3 ), each tilt rotor is controlled by its tilt control mechanism to be in a vertical state;

[0066] Tilt transition mode (such as Figure 4-6 ), each tilt rotor is controlled by its tilt control mechanism to be at a certain angular velocity;

[0067] Helicopter mode (such as Figure 7-9 ), each tilt rotor is controlled by its tilt control mechanism to be in a horizontal state;

[0068] The control method also includes yaw in fixed-wing mode and / or helicopter mode, where each tilt-rotor is controlled by its tilt control mechanism to deflect within a preset angle range, and the preset angle does not exceed 10 degrees, that is, a small deflection (different from the large angle deflection in the tilt transition mode), which can be achieved by controlling the tilt-rotor through the tilt control mechanism, and the yaw control can also be achieved by controlling the rudder surface of the tail wing, the motor output of the tilt-rotor, etc. When yawing to the left, the tilt-rotor on the left side of the fuselage tilts backward, and the tilt-rotor on the right side of the fuselage tilts forward slightly (i.e., a few degrees of tilt); when yawing to the right, the tilt-rotor on the left side of the fuselage tilts forward, and the tilt-rotor on the right side of the fuselage tilts backward slightly.

[0069] The above modes can be applied individually or in combination. The flight control system of the aircraft in this embodiment includes control of the ailerons of the wings, the control surfaces of the tail wing, the blades of the tilt-rotor and the tilt control mechanism, etc., to achieve control of the corresponding modes.

[0070] Specifically, as an example, the four tilt-rotors are in a vertical state driven by their respective tilt control mechanisms. At this time, the rotation of the tilt-rotors of the second tilt-rotor pair generates a force pulling the aircraft forward, and the rotation of the tilt-rotors of the first tilt-rotor pair generates a force pushing the aircraft backward. The state control of the aircraft is achieved through ailerons, rudders, and elevators.

[0071] When the aircraft needs to be converted from fixed-wing mode to helicopter mode, the tilt-rotor of the second tilt-rotor pair tilts upward, and the tilt-rotor of the first tilt-rotor pair tilts downward. The four tilt-rotors tilt synchronously, and the angular velocity of the tilting remains consistent. This is the tilt transition mode. During this process, the tilt-rotor of the second tilt-rotor pair generates a forward component force by rotating to pull the aircraft, and the tilt-rotor of the first tilt-rotor pair generates a backward component force by rotating to push the aircraft. Part of the aircraft's state control is consistent with that in fixed-wing mode, which is achieved through ailerons, rudders, and elevators, and the other part provides a certain state control capability through the speed difference of the four tilt-rotors. The proportion of these two parts of the aircraft's state control is automatically allocated by the aircraft's control system (or the control module described below) based on the overall tilt angle of the aircraft and the tilt angle of the four tilt-rotors. At this time, the aircraft's state control is in a hybrid control mode.

[0072] When the aircraft needs to be converted from the helicopter mode to the fixed-wing mode, the tilt-rotors of the second tilt-rotor pair and the tilt-rotors of the first tilt-rotor pair are driven to tilt in the opposite directions respectively.

[0073] When the aircraft is in helicopter mode, the four tilt-rotors are driven to a horizontal state. At this time, the four tilt-rotors all rotate to generate upward lift, allowing the aircraft to hover in the air and take off and land vertically. The state control of the aircraft is completely achieved through the rotation speed difference of the four tilt-rotors. At the same time, by controlling the tilt control mechanism of the four tilt-rotors to make the four tilt-rotors produce a small-amplitude symmetrical differential tilt, the state control of the aircraft's yaw can be achieved.

[0074] Specifically, when the aircraft yaws in fixed-wing mode and / or helicopter mode: taking tilting in helicopter mode as an example, when it needs to yaw to the left, the left tilt-rotor of the second tilt-rotor pair tilts slightly backward (the tilt angle is controlled by the tilt control mechanism to be 2 to 3 degrees), and the right tilt-rotor of the second tilt-rotor pair tilts slightly backward. At the same time, the left tilt-rotor of the first tilt-rotor pair tilts slightly forward, and the right tilt-rotor of the first tilt-rotor pair tilts slightly forward, so that two horizontal backward components of force are generated on the left side and two horizontal backward components of force are generated on the right side; the four tilt-rotors tilt synchronously and differentially, so that the entire aircraft obtains a counterclockwise torque, thereby achieving yaw to the left.

[0075] When the aircraft needs to yaw to the right, the tilt is driven in the opposite direction to the above.

[0076] In a preferred embodiment, the above-mentioned aircraft may also be provided with a control module and a sensor assembly; specifically, a variety of sensors including but not limited to an inertial measurement unit, a global positioning system, an air pressure sensor, a visual sensor (collecting environmental information) and the like may be integrated, and the control module may collect flight information (including but not limited to information such as the attitude, position, and speed of the aircraft) in real time through the sensor assembly, and dynamically optimize the control parameters of each tilt-rotor in real time according to the flight information. Specifically, as an example, the control parameters of the tilt-rotor may be optimized according to the tilt angle of the entire aircraft and the tilt angles of the four tilt-rotors.

[0077] In addition, the above-mentioned dynamic optimization of the control parameters of each tilt-rotor can also be equipped with algorithms in the control module, such as attitude control algorithms, such as PID control algorithms and complementary filtering algorithms; fusing data from multiple sensors to obtain accurate attitude information of the aircraft; such as path planning algorithms, by evaluating the cost function of each node (including the actual cost from the starting point to the current node and the estimated cost from the current node to the target point), finding an optimal path from the starting point to the target point in the search space, obtaining the preset path, and autonomously configuring the control parameters of each tilt-rotor; such as obstacle avoidance algorithms, trajectory tracking algorithms, etc., by establishing a dynamic model of the aircraft, predicting the state of the aircraft in the future, and optimizing the control parameters of the tilt-rotor according to the target trajectory and current state, so that the aircraft can track the target trajectory as accurately as possible, etc., thereby being applied to different scenarios.

[0078] Based on the above control method, dynamic control of the aircraft with the above-mentioned laminated tilt-rotor structure is achieved, while taking into account the efficiency of the multi-rotor aircraft in hovering and fixed-wing cruising states, so that all rotors are controlled differently in any state, so that the overall power system of the aircraft is always in a state of high efficiency; the aircraft has a simple structure and forms a stacked structure, which is beneficial to reducing the structural weight and overall aerodynamic performance of the aircraft. The double-wing design has a larger wing area, thereby obtaining greater lift, reducing the wingspan of the aircraft, and can be suitable for a narrower take-off site; it is easy to arrange / apply to a variety of rotor systems, ensuring that the aircraft has a larger rotor disc area and a lower rotor disc load, and has sufficient power output and excellent flight performance in terms of lifting hovering and vertical take-off and landing.

[0079] It should be noted that the embodiments of the present invention have better practicability and do not impose any form of limitation on the present invention. Any technician familiar with the field may use the technical content disclosed above to change or modify it into an equivalent effective embodiment. However, any modification or equivalent changes and modifications made to the above embodiments based on the technical essence of the present invention without departing from the content of the technical solution of the present invention are still within the scope of the technical solution of the present invention.

Claims

1. An aircraft with a laminated tilt-rotor structure, characterized in that: Includes fuselage, wings, tail, landing gear and tilt-rotor assembly; The wing comprises a first wing and a second wing arranged side by side in a height direction of the fuselage, wherein the first wing is higher than the second wing; The tiltrotor assembly includes a first tiltrotor pair and a second tiltrotor pair, wherein the first tiltrotor pair and the second tiltrotor pair each include at least two tiltrotors; The first tilt-rotor pair and the second tilt-rotor pair are arranged correspondingly and connected to the first wing and the second wing respectively; The tilt-rotors of the first tilt-rotor pair and the tilt-rotors of the second tilt-rotor pair extend out of the wings in directions away from each other to form an airflow path that is stacked front and rear relative to the fuselage.

2. The aircraft according to claim 1, characterized in that: The tilt-rotors of the first tilt-rotor pair are symmetrically located on the first wing along the fuselage; The tilt-rotors of the second tilt-rotor pair are located on the second wing in an upper and lower correspondence with the tilt-rotors of the first tilt-rotor pair.

3. The aircraft according to claim 1, characterized in that: The tilt-rotors of the first tilt-rotor pair extend behind the first wing; The tilt-rotors of the second tilt-rotor pair extend forward of the second wing.

4. The aircraft according to claim 1, characterized in that: The tilt rotor includes a support rod, a tilt control mechanism, a motor and blades; The blades on the first tilt-rotor pair and the second tilt-rotor pair are respectively equidistantly distributed relative to the center line of the wing.

5. The aircraft according to claim 4, characterized in that: The motor and blades of the first tilt-rotor pair are controlled by the tilt control mechanism thereof to rotate within a range of 90° in the direction of the second wing; The motor and blades of the second tilt-rotor pair are controlled by the tilt control mechanism thereof to rotate within a range of 90° in the direction of the first wing.

6. The aircraft according to claim 4, characterized in that: The length of the tiltrotor upper support rod extending out of the wing portion exceeds the length of the blade; And / or, the distance between the support rod and the fuselage exceeds the length of the blade.

7. The aircraft according to claim 1, characterized in that: The first wing and / or the second wing respectively include a main wing and two ailerons connected to the sides of the main wing; The aileron is located at the rear side of the main wing, and the tilt-rotor extends along an edge of the main wing away from a side of the fuselage to the tilt-rotor.

8. A control method for an aircraft with a laminated tilt-rotor structure, characterized in that: Applying the aircraft described in claims 1 to 7 above, the control method includes fixed-wing mode, tilt-transition mode, and helicopter mode; In the fixed-wing mode, each tilt-rotor is controlled by its tilt control mechanism to be in a vertical state; Tilt transition mode, each tilt rotor is controlled by its tilt control mechanism at a certain angular velocity; In helicopter mode, each tilt-rotor is controlled by its tilt-control mechanism to be in a horizontal state.

9. The control method according to claim 8, characterized in that: Also includes: A sensor assembly is used to collect flight information in real time, and control parameters of each tilt-rotor are dynamically optimized based on the flight information.

10. The control method according to claim 8, characterized in that: Also includes: Obtain preset paths and autonomously configure the control parameters of each tilt-rotor.

Images