Fixed-wing vertical take-off and landing motor hidden type aircraft

Abstract

The invention discloses a fixed-wing vertical take-off and landing motor hidden type aircraft, and relates to the technical field of fixed-wing aircrafts, an air inlet duct is arranged between an aircraft body and wings, and a horizontal propelling mechanism is arranged at the rear end of the air inlet duct; a plurality of vertical hole channels which are vertically distributed are formed in the two sides of the wings, vertical propelling mechanisms are arranged in the vertical hole channels, and an upper air guide device and a lower air guide device are arranged above and below the vertical propelling mechanisms respectively; the upper air guide device comprises a plurality of upper air guide plates, and the lower air guide device comprises a plurality of lower air guide plates; the upper air guide plate and the lower air guide plate are both connected with a rotary driving mechanism; and the heights of the lower air guide plates of at least one pair of lower air guide devices which are symmetrically arranged relative to the machine body are gradually increased from front to back. The vertical propulsion mechanism is hidden in the wings, wind resistance is reduced for flight, and in addition, due to the design of the air inlet duct, the working efficiency of the horizontal propulsion mechanism and the lift force area of the wings are improved.

Description

Technical Field

[0001] The present invention relates to the technical field of fixed-wing aircraft, and particularly to a fixed-wing vertical takeoff and landing motor-hidden aircraft. Background Art

[0002] An electric vertical takeoff and landing vehicle (eVTOL) refers to a vehicle capable of vertical takeoff and landing driven by an electric motor, which can take off and land without a runway. The electric motor is driven by electric power, and the electric power includes different energy forms such as batteries and fuel cells. However, in ordinary vertical takeoff and landing vehicles, the vertical propulsion propellers are mostly arranged in an exposed manner, which increases the wind resistance in the horizontal direction during flight, affects the flight speed, and at the same time results in a large energy consumption during cruise switching. Summary of the Invention

[0003] The purpose of the present invention is to provide a fixed-wing vertical takeoff and landing motor-hidden aircraft to solve the problems that the exposed vertical propulsion propellers mentioned in the background art increase the wind resistance in the horizontal direction during flight and result in a large energy consumption during cruise switching.

[0004] The present invention adopts the following technical solutions:

[0005] A fixed-wing vertical takeoff and landing motor-hidden aircraft of the present invention includes a fuselage, wings are arranged above the fuselage, an air intake duct is arranged between the fuselage and the wings, and a horizontal propulsion mechanism is arranged at the rear end of the air intake duct;

[0006] A plurality of vertically distributed vertical channels are arranged on both sides of the wings, vertical propulsion mechanisms are arranged in the vertical channels, the vertical channels and the vertical propulsion mechanisms are symmetrically arranged about the fuselage, an upper air guiding device is arranged above each vertical propulsion mechanism, and a lower air guiding device is arranged below each vertical propulsion mechanism;

[0007] The upper air guiding device is arranged in the upper port of the vertical channel, and the lower air guiding device is arranged in the lower port of the vertical channel;

[0008] The upper air guiding device includes a plurality of upper air guiding plates, the lower air guiding device includes a plurality of lower air guiding plates, and the upper air guiding plates and the lower air guiding plates are both connected to a rotation driving mechanism;

[0009] The lower air guiding plates of at least a pair of lower air guiding devices symmetrically arranged about the fuselage have a gradually changing structure with the height increasing from front to back.

[0010] Preferably, the lower air guiding devices with a gradually changing height structure are continuously distributed at the rear side of the wings, the heights of all their lower air guiding plates increase from front to back, and the lower air guiding plate with the maximum height is located in the last row of the wings.

[0011] Preferably, the horizontal propulsion mechanism includes a horizontal propulsion motor, and a horizontal propulsion propeller is arranged on the output end of the horizontal propulsion motor. The horizontal propulsion propeller is arranged perpendicular to the wing in a horizontal duct, and the air inlet of the horizontal duct is connected to the air outlet of the air inlet duct;

[0012] The horizontal propulsion motor is fixedly arranged in the horizontal duct through a frame;

[0013] The horizontal duct is fixedly arranged between the fuselage and the wing.

[0014] Preferably, the wing has a triangular structure, and an adjustable swept wing is arranged on the wing.

[0015] Preferably, the vertical propulsion mechanism includes a takeoff and landing motor, and a vertical propulsion propeller is arranged on the output end of the takeoff and landing motor. The vertical propulsion propeller is arranged parallel to the wing, and the takeoff and landing motor and the vertical propulsion propeller are both arranged in the vertical duct;

[0016] The takeoff and landing motor is fixedly arranged in the vertical duct through a motor bracket.

[0017] Preferably, the lower air deflector includes blades. A first fixed shaft is arranged at one end of the blade facing the fuselage. A reserved hole is arranged on the vertical duct. The first fixed shaft is rotatably connected in the reserved hole of the vertical duct. After passing through the reserved hole of the vertical duct, the first fixed shaft is connected to the rotation drive mechanism;

[0018] A second fixed shaft is arranged on the blade. The second fixed shaft is rotatably connected to a deflector skeleton. Both ends of the deflector skeleton are fixedly arranged in the vertical duct;

[0019] The second fixed shaft and the first fixed shaft on the same blade are coaxially arranged.

[0020] Preferably, the rotation drive mechanism includes a first drive structure and a second drive structure. The first drive structure includes a connecting rod. After passing through the vertical duct, the first fixed shaft is fixedly connected to one end of the connecting rod. The other end of the connecting rod is rotatably connected to a pull rod. One end of the pull rod is rotatably connected to one end of an L-shaped rod. The other end of the L-shaped rod is coaxially fixedly connected to the output end of a servo motor. The servo motor is arranged in the wing;

[0021] The upper air deflector structure is the same as the lower air deflector structure. The second drive structure is the same as the first drive structure. The upper air deflector is connected to the second drive structure;

[0022] The connection relationship between the upper air deflector and the second driving structure is the same as that between the lower air deflector and the first driving structure.

[0023] Preferably, a tail fin is provided at the tail of the fuselage, and an adjustable elevator and rudder are provided on the tail fin.

[0024] Preferably, landing gears are provided on the lower side of the fuselage.

[0025] Compared with the prior art, the beneficial technical effects of the present invention are as follows:

[0026] In the present invention, the takeoff and landing motor responsible for vertical propulsion and the vertical propulsion propeller are arranged in the wing, and rotatable upper and lower air guiding devices are arranged on the upper and lower sides thereof, so that the vertical propulsion mechanism is hidden in the wing, reducing the wind resistance in the horizontal direction for the flight of the aircraft. At the same time, at least one pair of the lower air guiding devices is of a gradient design with a gradually increasing size from front to back, which has the functions of adjusting the wind direction and reducing the wind resistance during cruise conversion, and can also play the role of a swept wing to increase lift.

[0027] In addition, the present invention arranges the horizontal propulsion mechanism between the fuselage and the wing, and adds a design of an air intake duct at the front end of the horizontal propulsion mechanism, improving the working efficiency of the horizontal propulsion mechanism and the lift area of the wing. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] The present invention will be further described below in conjunction with the drawings.

[0029] Figure 1 Structural schematic diagram of the fixed-wing vertical takeoff and landing motor hidden aircraft of the present invention in Example 1 when all air deflectors are closed Figure 1 ;

[0030] Figure 2 Structural schematic diagram of the fixed-wing vertical takeoff and landing motor hidden aircraft of the present invention in Example 1 when all air deflectors are closed Figure 2 ;

[0031] Figure 3 Structural schematic diagram of the fixed-wing vertical takeoff and landing motor hidden aircraft of the present invention in Example 1 when all air deflectors are open Figure 1 ;

[0032] Figure 4 Structural schematic diagram of the fixed-wing vertical takeoff and landing motor hidden aircraft of the present invention in Example 1 when all air deflectors are open Figure 2 ;

[0033] Figure 5 Structural schematic diagram of the fixed-wing vertical takeoff and landing motor hidden aircraft of the present invention in Example 1 when all air deflectors are open Figure 3 ;

[0034] Figure 6 Schematic diagram of the structure of the fixed-wing vertical takeoff and landing motor-hidden aircraft of the present invention in Example 1 when all the air guide plates are opened Figure 4 ;

[0035] Figure 7 Schematic diagram of the structure of the height-gradual lower air guide plate in the fixed-wing vertical takeoff and landing motor-hidden aircraft of the present invention in Example 1

[0036] Figure 8 Schematic diagram of the horizontal propulsion mechanism in the fixed-wing vertical takeoff and landing motor-hidden aircraft of the present invention in Example 1 Figure 1 ;

[0037] Figure 9 Schematic diagram of the horizontal propulsion mechanism in the fixed-wing vertical takeoff and landing motor-hidden aircraft of the present invention in Example 1 Figure 2 ;

[0038] Figure 10 Schematic diagram of the vertical propulsion mechanism in the fixed-wing vertical takeoff and landing motor-hidden aircraft of the present invention in Example 1

[0039] Figure 11 Schematic diagram of the layout effect of the upper air guide device and the lower air guide device in the fixed-wing vertical takeoff and landing motor-hidden aircraft of the present invention in Example 1

[0040] Figure 12 Schematic diagram of the blade structure in the fixed-wing vertical takeoff and landing motor-hidden aircraft of the present invention in Example 1

[0041] Figure 13 Rotary drive mechanism in the fixed-wing vertical takeoff and landing motor-hidden aircraft of the present invention in Example 1

[0042] Figure 14 Schematic diagram of the height-gradual lower air guide plate structure of the fixed-wing vertical takeoff and landing motor-hidden aircraft of the present invention in Example 2 along the forward direction of the aircraft

[0043] Description of reference numerals: 1, fuselage; 2, wing; 2-1, swept wing; 3, vertical propulsion mechanism; 3-1, takeoff and landing motor; 3-2, vertical propulsion propeller; 4, vertical duct; 4-1, air deflector frame; 5, horizontal propulsion mechanism; 5-1, horizontal propulsion motor; 5-2, horizontal duct; 5-3, horizontal propulsion propeller; 6, tail wing; 6-1, elevator; 6-2, rudder; 7, landing gear; 8, upper air deflector device; 8-1, upper air deflector; 9, lower air deflector device; 9-1, lower air deflector; 9-1-1, blade; 9-1-2, first fixed shaft; 9-1-3, second fixed shaft; 10, air intake duct; 11, rotation drive mechanism; 11-1, first drive structure; 11-1-1, connecting rod; 11-1-2, pull rod; 11-1-3, L-shaped rod; 11-1-4, servo; 11-2, second drive structure. Detailed implementation manners

[0044] In order to make the technical problems, technical solutions and beneficial effects to be solved by the present invention more clear and understandable, the present invention will be further described in detail below with reference to the accompanying drawings and embodiments.

[0045] Embodiment 1

[0046] As Figures 1 to 5 shown, in this embodiment, a fixed-wing vertical takeoff and landing motor-hidden aircraft is disclosed, including a fuselage 1, an adjustable tail wing 6 is arranged at the tail of the fuselage 1, and a landing gear 7 is arranged on the lower side of the fuselage 1. A triangular wing 2 is arranged above the fuselage 1. An air intake duct 10 is arranged between the fuselage 1 and the wing 2, and a horizontal propulsion mechanism 5 is arranged at the rear end of the air intake duct 10.

[0047] Wherein, an adjustable swept wing 2-1 is arranged on the wing 2, an adjustable elevator 6-1 and a rudder 6-2 are arranged on the tail wing 6. The structures, installation methods, working principles, etc. of the swept wing 2-1, the elevator 6-1 and the rudder 6-2 all belong to existing technical means and will not be introduced in detail here.

[0048] A plurality of vertically distributed vertical ducts 4 are arranged on both sides of the wing 2, a vertical propulsion mechanism 3 is arranged in the vertical duct 4, and the vertical duct 4 and the vertical propulsion mechanism 3 inside it are symmetrically arranged about the fuselage 1. An upper air deflector device 8 is arranged above each vertical propulsion mechanism 3, and a lower air deflector device 9 is arranged below each vertical propulsion mechanism 3. The upper air deflector device 8 is arranged in the upper port of the vertical duct 4, and the lower air deflector device 9 is arranged in the lower port of the vertical duct 4.

[0049] The upper air guiding device 8 includes a plurality of upper air guiding plates 8-1, and the lower air guiding device 9 includes a plurality of lower air guiding plates 9-1. The upper air guiding plates 8-1 and the lower air guiding plates 9-1 are both connected to the rotary driving mechanism 11. The rotary driving mechanism 11 drives the upper air guiding plates 8-1 and the lower air guiding plates 9-1 to rotate. It should be noted that the rotation axes of the upper air guiding plates 8-1 and the lower air guiding plates 9-1 are both perpendicular to the advancing direction of the fuselage 1.

[0050] As Figure 7 shown, among them, at least a pair of lower air guiding plates 9-1 of the lower air guiding device 9 symmetrically arranged with respect to the fuselage 1 have a gradient structure with a gradually increasing height from front to back.

[0051] In this embodiment, there is a pair of lower air guiding devices 9 with a height gradient structure, and they are located at the rearmost part of the wing 2.

[0052] As Figures 6 to 8 shown, the horizontal propulsion mechanism 5 includes a horizontal propulsion motor 5-1. The horizontal propulsion motor 5-1 is fixedly arranged in the horizontal duct 5-2 through a frame. A horizontal propulsion propeller 5-3 is arranged on the output end of the horizontal propulsion motor 5-1. The horizontal propulsion propeller 5-3 is arranged perpendicular to the wing 2 in the horizontal duct 5-2. The air inlet of the horizontal duct 5-2 is connected to the air outlet position of the air inlet duct 10. The horizontal duct 5-2 is fixedly arranged between the fuselage 1 and the wing 2. When the aircraft is flying horizontally, the horizontal propulsion motor 5-1 and the horizontal propulsion propeller 5-3 can absorb the front air resistance into the air inlet duct 10 to increase the air intake volume, so as to improve the working efficiency of the horizontal propulsion motor 5-1 and the horizontal propulsion propeller 5-3. At the same time, designing the air inlet duct 10 below the triangular wing 2 can effectively increase the lift area of the wing 2.

[0053] As Figure 8 and Figure 9 shown, the vertical propulsion mechanism 3 includes a takeoff and landing motor 3-1. The takeoff and landing motor 3-1 is fixedly arranged in the vertical duct 4 through a motor bracket 3-3. A vertical propulsion propeller 3-2 is arranged on the output end of the takeoff and landing motor 3-1. The vertical propulsion propeller 3-2 is arranged parallel to the wing 2 in the vertical duct 4.

[0054] As Figures 10 to 12As shown in the figure, the lower air deflector 9-1 includes blades 9-1-1. One end of the blade 9-1-1 facing the fuselage 1 is provided with a first fixed shaft 9-1-2. A reserved hole is provided on the vertical duct 4. The first fixed shaft 9-1-2 is rotatably connected in the reserved hole of the vertical duct 4. After passing through the reserved hole of the vertical duct 4, the first fixed shaft 9-1-2 is connected to the rotary drive mechanism 11. A second fixed shaft 9-1-3 is provided on the blade 9-1-1. The second fixed shaft 9-1-3 is rotatably connected to the air deflector frame 4-1. Both ends of the air deflector frame 4-1 are fixedly arranged in the vertical duct 4. In this embodiment, the blade 9-1-1 is divided into multiple segments, and each segment is connected by the second fixed shaft 9-1-3. The second fixed shaft 9-1-3 and the first fixed shaft 9-1-2 on the same blade 9-1-1 are arranged coaxially.

[0055] As Figure 13 shown in the figure, the rotary drive mechanism 11 includes a first drive structure 11-1 and a second drive structure 11-2. The first drive structure 11-1 includes a connecting rod 11-1-1. One end of the first fixed shaft 9-1-2 on the side facing the fuselage 1 passes through the vertical duct 4 and is fixedly connected to one end of the connecting rod 11-1-1. The other end of the connecting rod 11-1-1 is rotatably connected to a pull rod 11-1-2. One end of the pull rod 11-1-2 is rotatably connected to one end of an L-shaped rod 11-1-3. The other end of the L-shaped rod 11-1-3 is coaxially fixedly connected to the output end of the servo 11-1-4. The servo 11-1-4 is arranged in the wing 2.

[0056] When the servo 11-1-4 is started, the output end of the servo 11-1-4 drives the arm of the L-shaped rod 11-1-3 to rotate, thereby pulling the pull rod 11-1-2 to move. The pull rod 11-1-2 drives the blade 9-1-1 to rotate in the vertical duct 4 by means of the connecting rod 11-1-1. Thus, by controlling the rotation angle of the servo 11-1-4, the blade 9-1-1 can be tilted at a certain angle or rotated to be parallel to the wing 2 or perpendicular to the wing 2. When the lower air deflector 9-1 driven by the servo 11-1-4 rotates at a certain angle and forms a backward inclination angle with the wing 2, the design of the lower air deflector 9-1 with a gradually increasing height from front to back can reduce the wind resistance during cruise conversion, and at the same time can also play the role of a swept wing to increase lift.

[0057] It should be noted that in some embodiments, the lower air deflector 9-1 with a height-gradual structure can be independently controlled by a separate rotary drive mechanism 11 to improve the flexibility of control.

[0058] In this embodiment, the left and right upper air deflectors 8-1 symmetrically distributed about the fuselage 1 are the same in size and quantity as each other, and the left and right lower air deflectors 9-1 symmetrically distributed about the fuselage 1 are the same in size and quantity as each other.

[0059] In this embodiment, the structure of the upper air deflector 8-1 is the same as that of the lower air deflector 9-1, and the structure of the second driving structure 11-2 is the same as that of the first driving structure 11-1. The upper air deflector 8-1 is connected to the second driving structure 11-2. The connection relationship between the upper air deflector 8-1 and the second driving structure 11-2 is the same as that between the lower air deflector 9-1 and the first driving structure 11-1, and their working principles are the same, so they will not be elaborated here. Similarly, the upper air deflector 8-1 is rotatably arranged in the vertical duct 4 by means of the air deflector frame 4-1.

[0060] In this embodiment, the height dimensions of the upper air deflectors 8-1 in the upper air guiding device 8 are the same. The upper air deflectors 8-1 are designed with a smaller size and a larger number in terms of height, so as to reduce the air resistance during cruise conversion. Except for the lower air deflector 9-1 with a height-gradual structure, the remaining lower air deflectors 9-1 have the same height, size and number as the upper air deflectors 8-1.

[0061] In this embodiment, the rotation axes of all the upper air deflectors 8-1 and lower air deflectors 9-1 are perpendicular to the advancing direction of the fuselage 1.

[0062] As Figures 1 to 13 shown, the working principle of the present invention is as follows:

[0063] 1. When there is no runway and the surrounding environment is complex, vertical takeoff and landing are required to reach a certain height before cruising. First, the upper air guiding device 8 and the lower air guiding device 9 are all turned on to ensure that the vertical duct 4 is completely unobstructed up and down. The takeoff and landing motor 3-1 is started to drive the vertical propeller 3-2 to rotate to generate an upward lift. When a certain rotational speed is reached, the aircraft starts to fly upward. When it reaches a certain height, all the upper air deflectors 8-1 and lower air deflectors 9-1 are adjusted to tilt backward, and the tilt angle is adjusted according to the speed and weight. When all the upper air deflectors 8-1 and lower air deflectors 9-1 tilt backward, the wind generated by the rotation of the vertical propeller 3-2 driven by the takeoff and landing motor 3-1 in the vertical duct 4, under the action of the backward-tilted lower air deflector 9-1, changes the wind direction from vertically downward to backward-tilted, and then generates a downward and backward thrust on the wing 2, thereby pushing the aircraft forward. At the same time, the horizontal propulsion motor 5-1 is started to increase the forward thrust of the aircraft. When the aircraft flies forward, the wing 2 will generate lift. According to the flight speed and the lift of the wing 2, the rotational speed of the takeoff and landing motor 3-1 is reduced, and the backward rotation angles of all the upper air deflectors 8-1 and lower air deflectors 9-1 are adjusted until the lift of the wing 2 is balanced with the weight of the fuselage 1, then the takeoff and landing motor 3-1 is stopped, and all the upper air guiding devices 8 and lower air guiding devices 9 are closed to reduce the air resistance during cruise flight, and it can fly as a pure fixed-wing aircraft.

[0064] When the aircraft needs to land, slowly and gradually open all the upper air deflectors 8-1 and lower air deflectors 9-1 to increase the air resistance to achieve the effect of deceleration. At the same time, start the takeoff and landing motor 3-1. When the aircraft is completely hovering, all the upper air deflectors 8-1 and lower air deflectors 9-1 are opened to an angle of 90 degrees with the plane where the wing 2 is located. The takeoff and landing motor 3-1 runs at a speed that can hover, stop the horizontal propulsion motor 5-1, and the takeoff and landing motor 3-1 slowly decelerates, and the aircraft starts to land.

[0065] II. When the aircraft has a large load and takes off on a short runway with no buildings around, short takeoff and landing can be carried out. The working principle of short takeoff and landing is as follows:

[0066] Adjust all the upper air deflectors 8-1 and lower air deflectors 9-1 backward by an appropriate angle, start the takeoff and landing motor 3-1 and the horizontal propulsion motor 5-1. The takeoff and landing motor 3-1 drives the vertical propulsion propeller 3-2 to rotate to generate downward and backward thrust. The horizontal propulsion motor 5-1 is adjusted to the highest speed, and the aircraft will generate forward and upward lift, and can take off from the ground on a short runway. The speed of the takeoff and landing motor 3-1 gradually decreases from a high speed during the stage from starting to leaving the ground until the lift of the wing 2 is balanced, and the takeoff and landing motor 3-1 stops. Close all the upper air deflectors 8-1 and lower air deflectors 9-1. The horizontal propulsion motor 5-1 adjusts the speed according to the cruising speed. When landing at the destination, if there is no landing runway, use the vertical landing method; if there is a runway, use the gliding landing method.

[0067] III. When taking off without a runway and no buildings around, vertical takeoff and landing can be carried out. Open all the upper air deflectors 8-1 and lower air deflectors 9-1, start the takeoff and landing motor 3-1. When the speed reaches a certain level, the aircraft leaves the ground. After leaving the ground, start the horizontal propulsion motor 5-1, and the aircraft flies forward. Adjust all the upper air deflectors 8-1 and lower air deflectors 9-1 to tilt backward by a certain angle, and then gradually reduce the speed of the takeoff and landing motor 3-1 according to the flight speed. At the same time, slowly adjust the backward rotation angle of all the upper air deflectors 8-1 and lower air deflectors 9-1 until the lift of the wing 2 is balanced, and the takeoff and landing motor 3-1 stops. Close all the upper air deflectors 8-1 and lower air deflectors 9-1. When arriving at the destination, select the landing method according to the situation.

[0068] Embodiment 2

[0069] In this embodiment, multiple pairs of lower air guiding devices 9 with a height-gradual structure are provided, and the lower air guiding devices 9 with a height-gradual structure are continuously distributed at the rear side of the wing 2. The height of all the lower air deflectors 9-1 gradually increases from front to back, and the lower air deflector 9-1 with the maximum height is located in the last row of the wing 2.

[0070] As Figure 14As shown, in this embodiment, there are two pairs of lower air guiding devices 9 with a height-gradual structure. In the forward direction of the aircraft, among the two pairs of lower air guiding devices 9 with a height-gradual structure, the height of the last lower air guiding plate 9-1 in the previous lower air guiding device 9 is less than the height of the first lower air guiding plate 9-1 in the subsequent lower air guiding device 9. The lower air guiding plates 9-1 on the left and right sides symmetrically distributed with respect to the fuselage 1 are the same in terms of size and quantity. The remaining technical features, structures, connection relationships, and working principles of this embodiment are the same as those of Embodiment 1.

[0071] The embodiments described above are only descriptions of the preferred modes of the present invention, and do not limit the scope of the present invention. Without departing from the design spirit of the present invention, various deformations and improvements made by those of ordinary skill in the art to the technical solutions of the present invention shall fall within the protection scope determined by the claims of the present invention.

Claims

1. A fixed-wing vertical take-off and landing aircraft with hidden motors, characterized in that: It comprises a fuselage (1), a wing (2) is arranged above the fuselage (1), an air intake duct (10) is arranged between the fuselage (1) and the wing (2), and a horizontal propulsion mechanism (5) is arranged at the rear end of the air intake duct (10); A plurality of vertically distributed vertical channels (4) are arranged on both sides of the wing (2), a vertical propulsion mechanism (3) is arranged in the vertical channel (4), the vertical channel (4) and the vertical propulsion mechanism (3) are arranged symmetrically with respect to the fuselage (1), an upper air guide device (8) is arranged above the vertical propulsion mechanism (3), and a lower air guide device (9) is arranged below the vertical propulsion mechanism (3); The upper air guide device (8) is arranged in the upper port of the vertical channel (4), and the lower air guide device (9) is arranged in the lower port of the vertical channel (4); The upper air guide device (8) comprises a plurality of upper air guide plates (8-1), and the lower air guide device (9) comprises a plurality of lower air guide plates (9-1), and both the upper air guide plates (8-1) and the lower air guide plates (9-1) are connected to a rotation drive mechanism (11); The height of the lower air guide plates (9-1) of at least one pair of the lower air guide devices (9) symmetrically arranged with respect to the fuselage (1) is a gradual structure in which the height gradually increases from front to back.

2. The fixed-wing vertical take-off and landing aircraft with hidden motors according to claim 1, characterized in that: The lower wind guide device (9) with a height gradient structure is continuously distributed on the rear side of the wing (2), the height of all the lower wind guide plates (9-1) gradually increases from front to back, and the lower wind guide plates (9-1) with the highest height are located in the last row of the wing (2).

3. The fixed-wing vertical take-off and landing aircraft with hidden motor according to claim 1, characterized in that: The horizontal propulsion mechanism (5) comprises a horizontal propulsion motor (5-1), a horizontal propulsion propeller (5-3) is arranged at the output end of the horizontal propulsion motor (5-1), the horizontal propulsion propeller (5-3) is arranged perpendicular to the wing (2) in a horizontal duct (5-2), and the air inlet of the horizontal duct (5-2) is connected to the air outlet position of the air inlet duct (10); The horizontal propulsion motor (5-1) is fixedly arranged in the horizontal duct (5-2) through a frame; The horizontal duct (5-2) is fixedly arranged between the fuselage (1) and the wing (2).

4. The fixed-wing vertical take-off and landing aircraft with hidden motors according to claim 1, characterized in that: The wing (2) is a triangular structure, and an adjustable swept wing (2-1) is provided on the wing (2).

5. The fixed-wing vertical take-off and landing aircraft with hidden motor according to claim 1, characterized in that: The vertical propulsion mechanism (3) comprises a lifting motor (3-1), a vertical propulsion propeller (3-2) is arranged at the output end of the lifting motor (3-1), and the vertical propulsion propeller (3-2) is arranged in parallel with the wing (2) in the vertical channel (4); The lifting and lowering motor (3-1) is fixedly arranged in the vertical channel (4) via a motor bracket (3-3).

6. The fixed-wing vertical take-off and landing aircraft with hidden motors according to claim 1, characterized in that: The lower wind guide plate (9-1) comprises a blade (9-1-1), a first fixed shaft (9-1-2) is arranged at one end of the blade (9-1-1) facing the fuselage (1), a reserved hole is arranged on the vertical hole (4), the first fixed shaft (9-1-2) is rotatably connected in the reserved hole of the vertical hole (4), and the first fixed shaft (9-1-2) is connected to the rotary drive mechanism (11) after passing through the reserved hole of the vertical hole (4); The blade (9-1-1) is provided with a second fixed shaft (9-1-3), the second fixed shaft (9-1-3) is rotatably connected to the air guide plate frame (4-1), and both ends of the air guide plate frame (4-1) are fixedly arranged in the vertical channel (4); The second fixed shaft (9-1-3) and the first fixed shaft (9-1-2) on the same blade (9-1-1) are coaxially arranged.

7. The fixed-wing vertical take-off and landing aircraft with hidden motors according to claim 6, characterized in that: The rotary drive mechanism (11) comprises a first drive structure (11-1) and a second drive structure (11-2), the first drive structure (11-1) comprises a connecting rod (11-1-1), the first fixed shaft (9-1-2) passes through the vertical hole (4) and is fixedly connected to one end of the connecting rod (11-1-1), the other end of the connecting rod (11-1-1) is rotatably connected to the pull rod (11-1-2), one end of the pull rod (11-1-2) is rotatably connected to one end of an L-shaped rod (11-1-3), the other end of the L-shaped rod (11-1-3) is coaxially fixedly connected to an output end of a steering gear (11-1-4), and the steering gear (11-1-4) is arranged in the wing (2); The structure of the upper air guide plate (8-1) is the same as that of the lower air guide plate (9-1), the second driving structure (11-2) is the same as that of the first driving structure (11-1), and the upper air guide plate (8-1) is connected to the second driving structure (11-2); The connection relationship between the upper air guide plate (8-1) and the second driving structure (11-2) is the same as the connection relationship between the lower air guide plate (9-1) and the first driving structure (11-1).

8. The fixed-wing vertical take-off and landing aircraft with hidden motors according to claim 1, characterized in that: The tail of the fuselage (1) is provided with a tail wing (6), and the tail wing (6) is provided with an adjustable elevator (6-1) and a rudder (6-2).

9. The fixed-wing vertical take-off and landing aircraft with hidden motors according to claim 1, characterized in that: A landing gear (7) is provided on the lower side of the fuselage (1).

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