High-wind-resistance aircraft based on vector control and flight control method

Abstract

The invention discloses a high-wind-resistance aircraft based on vector control and a flight control method.The aircraft comprises a fuselage, wings, an empennage, a first vector control module, a second vector control module, a flight detection module and a flight control module, the wings are arranged along the front edge and the rear edge of the X axis, and the empennage is provided with the first vector control module; the first vector control module comprises a first rotor wing and a first tilting part, the first tilting part is rotatably connected to the wing or the empennage around the Y axis, the second vector control module comprises a second rotor wing and a second tilting part, and the second tilting part is rotatably connected to the center of the empennage along the Y axis around the Z axis; through the combination of multiple groups of first vector control modules and second vector control modules, the flight control module can obtain the current flight state of the aircraft according to the flight parameters, and then accurate vector control is performed on the first vector control modules and the second vector control modules, so that the aircraft is kept in a stable flight state; and the wind resistance of the aircraft is improved.

Description

Technical Field

[0001] The present invention relates to the technical field of aircraft, and particularly to a high wind-resistant aircraft based on vector control and a flight control method thereof. Background Art

[0002] The vertical takeoff and landing fixed-wing aircraft combines the advantages of fixed-wing aircraft and multi-rotor aircraft. It can take off and land vertically like a helicopter and can also cruise like a fixed-wing aircraft after takeoff. For harsh flight environments with strong winds such as plateau strong wind inspections, ocean high sea state monitoring and information collection, in related technologies, multiple pairs of control surfaces are arranged at the trailing edge of the wing to overcome strong wind interference. However, this method has limited optimization of the overall configuration of the aircraft in terms of wind resistance. For example, during the conversion between vertical takeoff and landing and horizontal cruise, the redundant control surfaces cannot effectively cope with the aerodynamic interference between the rotor microflow and the wing and fuselage, as well as the influence brought by the change of the aircraft's center of gravity, resulting in difficulty in stably controlling the flight attitude of the aircraft and limited wind resistance performance. Summary of the Invention

[0003] The present invention aims to at least solve one of the technical problems existing in the prior art. For this purpose, the present invention provides a high wind-resistant aircraft based on vector control, which can improve the wind resistance performance of the aircraft and the stability of aircraft attitude control.

[0004] The present invention also provides a flight control method using the above high wind-resistant aircraft based on vector control.

[0005] The high wind-resistant aircraft based on vector control according to the first aspect embodiment of the present invention includes: Fuselage; Wings, symmetrically arranged on both sides of the fuselage along the Y axis; Tail wings, arranged behind the fuselage and symmetrically arranged on both sides of the fuselage along the Y axis; The first vector control module is provided on at least the leading edge of the wing along the X axis, the positive and negative sides of the tail wing along the Y axis, or at least on the leading edge and trailing edge of the wing along the X axis; the first vector control module includes a first rotor and a first tilting part, the first rotor is rotatably connected to one end of the first tilting part, and the other end of the first tilting part is rotatably connected to the wing or the tail wing around the Y axis; The second vector control module includes a second rotor and a second tilting part, the second rotor is rotatably connected to one end of the second tilting part, and the other end of the second tilting part is rotatably connected to the center of the tail wing along the Y axis around the Z axis; A flight detection module for detecting the flight parameters of the aircraft; A flight control module, communicatively connected to the first vector control module and the second vector control module, and configured to control the rotation of the first rotor, the second rotor, the first tilting part, and the second tilting part according to the flight parameters.

[0006] The high wind-resistant aircraft based on vector control according to an embodiment of the present invention has at least the following beneficial effects: In the present invention, through the combination of multiple groups of the first vector control module and the second vector control module, the flight control module can obtain the current flight state of the aircraft according to the detection of the flight parameters by the flight detection module, and then perform precise vector control on the first vector control module and the second vector control module, so that the aircraft can quickly adjust its attitude and maintain a stable flight state at different flight stages, especially when switching from vertical takeoff to horizontal cruise and when encountering strong winds, improving the wind resistance performance of the aircraft.

[0007] According to some embodiments of the present invention, the first vector control modules are provided on both the front edge and the rear edge of the wing and on both the positive and negative sides of the tail wing along the Y-axis.

[0008] According to some embodiments of the present invention, the first vector control module located at the front edge of the wing is offset from the first vector control module located at the rear edge of the wing along the Y-axis; And / or, an elevator is provided at the rear edge of the tail wing, the elevator is symmetrically arranged on both sides of the fuselage along the Y-axis, and the elevator is located in the slipstream area of the first vector control module connected to the rear edge of the wing.

[0009] According to some embodiments of the present invention, flaps and ailerons are provided at the rear edge of the wing, and the first vector control module is connected to each wing, and the first vector control module connected to the rear edge of the wing is located on the side of the flap facing away from the aileron.

[0010] According to the flight control method in the second aspect embodiment of the present invention, it is executed by the above-mentioned high wind-resistant aircraft based on vector control, and the flight control method includes: When the aircraft is converted from vertical takeoff to horizontal cruise, the flight control module controls the first vector module connected to the front edge and the rear edge of the wing to gradually reduce the lift and switch the thrust direction to horizontal; and / or, the flight control module controls the first vector control modules connected to the front edge of the wing and both sides of the tail wing to gradually reduce the lift and switch the thrust direction to horizontal; When the wind field in the area where the aircraft is located changes, the flight control module controls the second tilting part to rotate; and / or, the flight control module controls two first rotors symmetrically arranged relative to the fuselage to generate a thrust difference.

[0011] According to some embodiments of the present invention, when the aircraft enters the yaw control mode, the flight control module controls the rotation of the second tilting part; and / or, the flight control module controls the generation of a thrust difference by the first rotors connected to the wings and symmetric with respect to the fuselage; When the aircraft enters the roll control mode, the flight control module controls the up and down deflection of the ailerons on the wings; and / or, the flight control module controls the generation of a thrust difference by two first rotors symmetrically arranged with respect to the wings; When the aircraft enters the pitch control mode, the flight control module controls the up and down deflection of the elevator on the tail wing; and / or, the flight control module changes the magnitude and direction of the thrust of the first rotor connected to the trailing edge of the wing; and / or, the flight control module changes the magnitude and direction of the thrust of the first rotor connected to the side part of the tail wing.

[0012] According to some embodiments of the present invention, when the aircraft encounters a crosswind, the aircraft enters the yaw control mode; and / or, the aircraft enters the roll control mode; When the aircraft encounters a headwind, the aircraft enters the pitch control mode.

[0013] According to some embodiments of the present invention, when the aircraft switches from the hovering state to the horizontal cruising state, the flight control module controls the first tilting part connected to the leading edge of the wing to rotate from the vertical state to the horizontal state; and / or, the flight control module controls the rotation of the first tilting part connected to the trailing edge of the wing; and / or, the flight control module controls the up and down deflection of the flaps on the wings.

[0014] According to some embodiments of the present invention, when the aircraft is in the horizontal cruising state, the first tilting part and the second tilting part connected to the tail wing have an angle with the vertical direction, and both the first vector control module and the second mass control module connected to the tail wing can generate horizontal thrust.

[0015] According to some embodiments of the present invention, when the aircraft is in the vertical takeoff and landing or hovering state, the flight control module controls the first vector control module connected to the leading edge of the wing to provide lift; and / or, the flight control module controls the first vector control module connected to the trailing edge of the wing to provide lift; and / or, the flight control module controls the rotation of the first tilting part connected to the trailing edge of the wing; And / or, the flight control module controls the ailerons and / or flaps on the wing to deflect up and down.

[0016] Additional aspects and advantages of the present invention will be given in part in the following description, become apparent in part from the following description, or be learned through the practice of the present invention. Brief Description of the Drawings

[0017] The present invention will be further described below in conjunction with the drawings and embodiments, where: Figure 1 is a three-dimensional schematic diagram of an embodiment of a high wind-resistant aircraft based on vector control of the present invention, and the aircraft is in a horizontal cruise state; Figure 2 is a structural schematic diagram of the first vector control module and the second vector control module; Figure 3 is Figure 1 the left view of the aircraft in Figure 4 is Figure 1 the rear view of the aircraft in Figure 5 is a schematic diagram of the aircraft in the vertical takeoff and landing and hovering states; Figure 6 is Figure 5 the top view of the aircraft in Figure 7 is Figure 5 the rear view of the aircraft in

[0018] Reference Numerals: Fuselage 100; Wing 200; Tail 300; First Vector Control Module 400; First Rotor 410, First Tilting Part 420, First Motor 430, First Servo 440, First Bracket 450; Second Vector Control Module 500, Second Rotor 510, Second Tilting Part 520, Second Motor 530, Second Servo 540, Second Bracket 550; Landing Gear 600; Flap 700; Aileron 800; Elevator 900. Detailed Description of the Embodiments

[0019] Embodiments of the present invention will be described in detail below. Examples of the embodiments are shown in the drawings, where the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the drawings are exemplary only for explaining the present invention and should not be construed as limiting the present invention.

[0020] In the description of the present invention, it should be understood that with respect to the orientation description, such as the orientation or positional relationship indicated by up, down, front, back, left, right, etc., it is based on the orientation or positional relationship shown in the drawings. It is only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be construed as a limitation to the present invention.

[0021] In the description of the present invention, the meaning of "several" is more than one, the meaning of "multiple" is more than two, and understandings such as "greater than", "less than", "exceeding", etc. do not include the corresponding number, while understandings such as "above", "below", "within", etc. include the corresponding number. If there is a description of "first" and "second", it is only for the purpose of distinguishing technical features and cannot be construed as indicating or implying relative importance or implicitly indicating the quantity of the indicated technical features or implicitly indicating the sequence relationship of the indicated technical features.

[0022] In the description of the present invention, unless otherwise clearly defined, terms such as "set", "installed", "connected", etc. should be understood in a broad sense, and those skilled in the art can reasonably determine the specific meaning of the above terms in the present invention in combination with the specific content of the technical solution.

[0023] In the description of the present invention, the description with reference to terms such as "one embodiment", "some embodiments", "schematic embodiments", "examples", "specific examples", or "some examples", etc. means that the specific features, structures, materials, or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of the present invention. In this specification, the schematic descriptions of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials, or characteristics described can be combined in a suitable manner in any one or more embodiments or examples.

[0024] In an embodiment of the present invention, a high wind-resistant aircraft based on vector control (hereinafter referred to as the aircraft) is provided. For the convenience of description, the present invention is defined as follows: The X-axis, Y-axis, and Z-axis are perpendicular to each other in pairs. Among them, the X-axis is defined as the front-back direction of the aircraft, the direction of the nose of the aircraft is the front and is the positive direction of the X-axis, the Y-axis is defined as the left-right direction of the aircraft. When facing the front of the aircraft, the right side of the aircraft is the positive direction of the Y-axis, and the Z-axis is defined as the up-down direction of the aircraft, and the direction upward based on the center of gravity of the aircraft is the positive direction of the Z-axis.

[0025] Refer to Figure 1, the aircraft includes a fuselage 100, wings 200 and a tail 300. There are two wings 200, which are symmetrically arranged on both sides of the fuselage 100 along the Y-axis. The tail 300 is arranged behind the fuselage 100. There are two tails 300, which are symmetrically arranged on both sides of the fuselage 100 along the Y-axis. Among them, both the wings 200 and the tail 300 are fixed to the side of the fuselage 100, making the overall aircraft in a fixed-wing configuration. Under the fuselage 100 along the Z-axis, there is a landing gear 600. The landing gears 600 are arranged at intervals along the X-axis and are used to support the aircraft body when the aircraft is parked, taxiing, taking off and landing.

[0026] Combined with Figure 1 and Figure 2 , the aircraft further includes a first vector control module 400 and a second vector control module 500. The first vector control module 400 includes a first rotor 410 and a first tilting part 420. Both the first rotor 410 and the first tilting part 420 can be driven to rotate. The first rotor 410 is connected to one end of the first tilting part 420. The airflow generated by the rotation of the first rotor 410 can provide lift and thrust to the aircraft. The first tilting part 420 can drive the first rotor 410 to rotate synchronously to change the direction of the airflow generated by the first rotor 410. The second vector control module 500 includes a second rotor 510 and a second tilting part 520. Both the second rotor 510 and the second tilting part 520 can be driven to rotate. The second rotor 510 is connected to one end of the second tilting part 520. The airflow generated by the rotation of the second rotor 510 can provide thrust to the aircraft. The second tilting part 520 can drive the second rotor 510 to rotate synchronously to change the direction of the airflow generated by the second rotor 510. It should be noted that the rotation axis of the first tilting part 420 is perpendicular to the rotation axis of the first rotor 410, and the rotation axis of the second tilting part 520 is perpendicular to the rotation axis of the second rotor 510.

[0027] Among them, at least the leading edge of the wing 200 along the X-axis and both sides of the tail wing 300 along the positive and negative directions of the Y-axis are provided with the first vector control module 400. That is, the leading edges of the left wing 200 and the right wing 200, the left side of the left tail wing 300, and the right side of the right tail wing 300 are all provided with the first vector control module 400, and the first vector control modules 400 located on the left and right sides of the fuselage 100 are symmetrically arranged with respect to the fuselage 100. Or, at least the leading edge and the trailing edge of the wing 200 along the X-axis are provided with the first vector control module 400. That is, the leading edge and the trailing edge of the left wing 200, and the leading edge and the trailing edge of the right wing 200 are all provided with the first vector control module 400, and the first vector control modules 400 located on the left and right sides of the fuselage 100 are symmetrically arranged with respect to the fuselage 100. The first tilting part 420 in the first vector control module 400 is rotationally connected to the wing 200 or the tail wing 300 around the Y-axis. When the first tilting part 420 is driven to tilt around the Y-axis relative to the wing 200 or the tail wing 300, the air flow direction of the corresponding first vector control module 400 can be changed; Exemplarily, the first tilting part 420 can be switched between a horizontal state and a vertical direction by rotating around the Y-axis. When the first tilting part 420 is in the horizontal state, the first rotor 410 rotates around the Y-axis and can generate a horizontal thrust. When the first tilting part 420 is in the vertical state, the first rotor 410 rotates around the Z-axis and can generate a vertical lift. When the first tilting part 420 is switched between the horizontal state and the vertical state, the air flow generated by the first rotor 410 has components in two directions: horizontal thrust and vertical lift.

[0028] The second vector control module 500 is arranged at the center of the tail wing 300 along the Y-axis. Specifically, the second vector control module 500 is located at the rear side of the tail wing 300, and the second tilting part 520 is rotationally connected to the center of the tail wing 300 along the Y-axis around the Z-axis. When the second tilting part 520 is driven to tilt around the Z-axis, the second vector control module 500 swings left and right, and at the same time changes the air flow direction of the second vector control module 500; Exemplarily, when the second tilting part 520 rotates from the center position of the tail wing 300 towards the right side, the second vector control module 500 swings to the right side of the center of the tail wing 300, and the air flow generated by the second vector control module 500 has two direction components: along the positive X-axis and along the negative Y-axis.

[0029] The aircraft further includes a flight detection module, which is used to detect the flight parameters of the aircraft. The flight parameters include, but are not limited to, the rotational speeds of the first rotor 410 and the second rotor 510; the rotation angles of the first tilting part 420 and the second tilting part 520; the magnitude and direction of the wind in the area where the aircraft is currently located; the current angular velocity, speed, and linear acceleration of the aircraft; the current heading of the aircraft; the air pressure in the area where the aircraft is currently located, etc. Exemplarily, the flight detection module includes an anemometer tube, which is arranged at the head of the fuselage 100 and is used to detect the wind speed and direction; or, the flight detection module includes a gyroscope, which detects the angular velocity of the aircraft and can sense the attitude changes of the aircraft caused by wind disturbances to enable the aircraft to maintain a stable flight state; or, the flight detection module includes an accelerometer, which is used to detect the linear acceleration of the aircraft and can sense the displacement changes of the aircraft caused by wind disturbances to enable the aircraft to adjust the thrust and attitude to resist wind disturbances; or, the flight detection module includes a magnetometer, which is used to detect the heading of the aircraft to determine whether the wind disturbances cause the aircraft to yaw and help the aircraft adjust the heading; or, the flight detection module includes a barometer, which detects the current barometric altitude of the aircraft to determine whether the wind disturbances cause the aircraft to have altitude fluctuations and help the aircraft adjust the control surface to stabilize the altitude.

[0030] The aircraft further includes a flight control module, which is arranged inside the fuselage 100. The flight control module includes a PID controller. The flight control module is communicatively connected to the first vector control module 400 and the second vector control module 500. The communication connection method is not limited to setting wires, infrared, Bluetooth, etc. The flight control module is used to control the first vector control module 400 and the second vector control module 500 according to the flight parameters provided by the flight detection module. The flight control module can refer to various flight parameters during the flight of the aircraft and can improve the reliability and safety of the aircraft flight.

[0031] In addition, the aircraft further includes a navigation module, which can be equipped with infrared obstacle avoidance detection, radar, etc. The navigation module is communicatively connected to the flight control module. The flight control module can control the first vector control module 400 and the second vector control module 500 according to the navigation information of the navigation module, enabling the aircraft to have an autonomous navigation and automatic control system.

[0032] The control method of the flight control module for the first vector control module 400 and the second vector control module 500 is to control the rotation of the first rotor 410, the second rotor 510, the first tilting part 420, and the second tilting part 520 to change the rotational speeds of the first rotor 410 and the second rotor 510, thereby adjusting the lift or thrust provided by the first vector control module 400 and the second vector control module 500, or changing the angles of the first tilting part 420 and the second tilting part 520, thereby adjusting the thrust direction provided by the first vector control module 400 and the second vector control module 500.

[0033] The aircraft has flight states of vertical takeoff, hovering, horizontal cruising, and vertical landing. When the aircraft is in the horizontal cruising state, it also has control modes of yaw, roll, and pitch. When traditional aircraft switch between vertical takeoff and landing and horizontal cruising, there are problems such as complex power system conversion and aerodynamic interference. When flying in a strong wind environment, traditional aircraft can only control the wind field interference through different control surface combinations on the wing 200. However, this control method cannot effectively cope with the aerodynamic interference between the rotor wake and the wing 200 and the fuselage 100, as well as the influence brought by the change of the aircraft's center of gravity, resulting in unstable flight of the aircraft and limited wind resistance performance.

[0034] In the present invention, when the aircraft switches from the vertical takeoff state to the horizontal cruising state, the first vector control module 400 connected to the leading edge of the wing 200 provides the main lift, and the flight control module controls the first vector module connected to the leading edge and the trailing edge of the wing 200 to gradually reduce the lift and switch the thrust direction to horizontal. Specifically, the flight control module controls the first tilting part 420 connected to the leading edge and the trailing edge of the wing 200 to switch from the vertical state to the horizontal state, so that the thrust provided by the first vector control module 400 on the leading edge and the trailing edge of the wing 200 is switched from vertical to horizontal, realizing a smooth transition of the aircraft from the vertical takeoff state to the horizontal cruising state. Moreover, the center of gravity of the aircraft is located between the leading edge and the trailing edge of the wing 200 along the Y axis. By simultaneously controlling the first vector control module 400 on the leading edge and the trailing edge of the wing 200 to provide lift and thrust, the influence of the center of gravity position of the aircraft on flight can be taken into account, enabling the aircraft to maintain balance and improving the flight stability of the aircraft.

[0035] Alternatively, when the aircraft switches from the vertical take-off state to the horizontal cruise state, the first vector control module 400 connected to the leading edge of the wing 200 provides the main lift. The flight control module controls the first vector control module 400 connected to the leading edge of the wing 200 and both sides of the tail wing 300 to gradually reduce the lift and switch the thrust direction to horizontal. Specifically, the flight control module controls the first tilting part 420 connected to the leading edge of the wing 200 and both sides of the tail wing 300 to switch from the vertical state to the horizontal state, so that the thrust provided by the first vector control module 400 on the leading edge of the wing 200 and the tail wing 300 is switched from vertical to horizontal, realizing a smooth transition of the aircraft from the vertical take-off state to the horizontal cruise state. Moreover, the center of gravity of the aircraft is located between the leading edge and the trailing edge of the wing 200 along the Y axis. By simultaneously controlling the first vector control module 400 on the leading edge of the wing 200 and the tail wing 300 to provide lift and thrust, the influence of the center of gravity position of the aircraft on flight can be taken into account, keeping the aircraft balanced and improving the flight stability of the aircraft.

[0036] It should be noted that when the aircraft switches from the vertical take-off state to the horizontal cruise state, the flight control module can also simultaneously control the first tilting part 420 connected to the leading edge of the wing 200, the trailing edge of the wing 200 and both sides of the tail wing 300 to switch from the vertical state to the horizontal state, so that the thrust provided by the first vector control module 400 on the leading edge of the wing 200 and the tail wing 300 is switched from vertical to horizontal.

[0037] When the wind field in the flight area where the aircraft is located changes, according to the flight parameters such as wind direction, wind speed, angular velocity, limited acceleration, and heading detected by the flight detection module, the flight control module controls the second tilting part 520 to rotate to quickly adjust the lateral force of the tail wing 300 to resist the yaw interference caused by strong winds; or simultaneously controls the thrust difference generated by the two first rotors 410 symmetrically arranged relative to the fuselage 100 to resist strong winds and prevent the aircraft from rolling or yawing. Exemplarily, when the right side of the aircraft's head encounters strong winds flowing to the left, the aircraft has a tendency to yaw to the right. The flight control module controls the second tilting part 520 to deflect to the left according to the wind direction and wind speed, and the second vector control module 500 gives the aircraft's tail a thrust to the right to resist the yaw interference caused by strong winds; or the flight control module increases the rotation speed of the first rotor 410 in the first vector control module 400 connected to the right wing 200, or decreases the rotation speed of the first rotor 410 in the first vector control module 400 connected to the left wing 200, so as to increase the backward thrust provided by the first vector control module 400 on the right side or decrease the backward thrust provided by the first vector control module 400 on the left side, making the aircraft have a tendency to tilt to the left to resist the yaw interference caused by strong winds.

[0038] In the present invention, through the combination of multiple groups of the first vector control module 400 and the second vector control module 500, the flight control module can obtain the current flight state of the aircraft according to the flight parameters detected by the flight detection module, and then perform precise vector control on the first vector control module 400 and the second vector control module 500, so that the aircraft can quickly adjust its attitude and maintain a stable flight state in different flight stages, especially when switching from vertical takeoff to horizontal cruise and when encountering strong winds, demonstrating excellent wind resistance performance.

[0039] It should be noted that the first vector control module 400 is provided at the leading edge and trailing edge of the wing 200 and on both left and right sides of the tail wing 300 along the Y-axis. That is, the first vector control module 400 is provided at the leading edge and trailing edge of the left wing 200 and the right wing 200, on the left side of the left tail wing 300, and on the rear side of the right tail wing 300. When the aircraft is in different flight states or control modes, the flight control module can control some or all of the first vector control modules 400 to operate according to the flight parameters provided by the flight detection module, enabling the aircraft to achieve stable flight under different flight conditions and making the flight control more flexible.

[0040] Exemplarily, referring to Figures 5 to 7 , when the aircraft is in the vertical takeoff and landing stage, the flight control module controls the rotation speed of the first rotor 410 and the tilting angle of the first tilting part 420 in the first vector control module 400 located at the leading edge of the wing 200 to adjust the magnitude and direction of the lift of the aircraft. At the same time, the first vector control module 400 located at the trailing edge of the wing 200 can also assist in providing lift and adjust the attitude of the aircraft to achieve stable vertical takeoff and landing of the aircraft; referring to Figure 3 And Figure 4 , when the aircraft switches from vertical takeoff to horizontal cruise, the flight control module controls the first rotor 410 in the first vector control module 400 at the leading edge of the wing 200 to reduce the rotation speed and adjust the tilting angle of the first tilting part 420 to gradually reduce the lift and adjust the thrust direction. The first vector control module 400 at the trailing edge of the wing 200 operates in coordination to ensure a smooth transition of the aircraft; when the aircraft is in the horizontal cruise stage, according to the interference of the external wind field, the flight control module controls the first vector control module 400 located at the trailing edge of the wing 200 and the second vector control module 500 at the center of the tail wing 300 to operate, adjust the flight attitude of the aircraft, and maintain stable flight.

[0041] Such as Figure 2In the illustrated embodiment, the first vector control module 400 further includes a first motor 430, a first servo 440, and a first bracket 450. The first motor 430 is connected to the first rotor 410 and is configured to drive the first rotor 410 to rotate. The first tilting portion 420 is rotatably connected to the first servo 440 about the Y-axis. The first servo 440 is fixed to the end of the first bracket 450. The first bracket 450 is fixed to the wing 200 or the tail 300. The first motor 430 is fixed to the first tilting portion 420. The first tilting portion 420 is driven by the first servo 440 to drive the first motor 430 and the first rotor 410 to rotate synchronously about the Y-axis. The flight control module is communicatively connected to the first motor 430 and the first servo 440, and changes the rotation speed of the first rotor 410 by controlling the first motor 430, and changes the deflection angle of the first tilting portion 420 by controlling the first servo 440.

[0042] Similarly, the second vector control module 500 further includes a second motor 530, a second servo 540, and a second bracket 550. The second motor 530 is connected to the second rotor 510 and is configured to drive the second rotor 510 to rotate. The second tilting portion 520 is rotatably connected to the second servo 540 about the Y-axis. The second servo 540 is fixed to the end of the second bracket 550. The second bracket 550 is fixed to the rear side of the tail 300 and is located at the center of the Y-axis. The second motor 530 is fixed to the second tilting portion 520. The second tilting portion 520 is driven by the second servo 540 to drive the second motor 530 and the second rotor 510 to rotate synchronously about the Y-axis. The flight control module is communicatively connected to the second motor 530 and the second servo 540, and changes the rotation speed of the second rotor 510 by controlling the second motor 530, and changes the deflection angle of the second tilting portion 520 by controlling the second servo 540.

[0043] It should be noted that the first vector control module 400 and the second vector control module 500 adopt a modular design, with a simple structure. The first bracket 450, the second bracket 550, the first tilting portion 420, and the second tilting portion 520 are all made of carbon fiber materials, so that the first vector control module 400 and the second vector control module 500 have high structural strength and improve the safety performance of the aircraft.

[0044] In one embodiment, referring to Figure 1, the first vector control module 400 located at the leading edge of the wing 200 is offset from the first vector control module 400 located at the trailing edge of the wing 200 along the Y-axis to prevent the airflow of the first vector control module 400 at the leading edge of the wing 200 from flowing backward, causing aerodynamic interference to the first vector control module 400 at the trailing edge of the wing 200, and improving the reliability and safety of the flight control of the aircraft. The wing 200 has a relatively large wingspan, and multiple first vector control modules 400 can be arranged at the leading edge of the wing 200. The multiple first vector control modules 400 are symmetrically arranged on the left and right sides of the fuselage 100. That is, at least two first vector control modules 400 can be arranged at the leading edge of the left wing 200 and the leading edge of the right wing 200. The multiple first vector control modules 400 move synchronously, which can increase the thrust and lift provided to the aircraft, improve the cruising ability of the aircraft, and make the flight control of the aircraft more flexible.

[0045] In addition, the first vector control module 400 located at the leading edge of the wing 200 is located on the side of the tail wing 300 facing away from the fuselage 100 along the Y-axis to ensure that the airflow generated by the first vector control module 400 at the leading edge of the wing 200 does not pass through the tail wing 300, avoiding the airflow disturbance from interfering with the control of the pitching attitude of the aircraft by the tail wing 300 and maintaining the stability of the rudder surface.

[0046] The trailing edge of the wing 200 is provided with a flap 700 and an aileron 800. The flap 700 is symmetrically arranged relative to the fuselage 100 along the Y-axis, and the aileron 800 is symmetrically arranged relative to the fuselage 100 along the Y-axis. The flap 700 can deflect up and down relative to the wing 200 to increase lift and speed up during takeoff of the aircraft and increase lift and slow down during landing of the aircraft; the aileron 800 can deflect downward relative to the wing 200 to generate a rolling moment for the aircraft to roll.

[0047] In one embodiment, the first vector control module 400 connected to the trailing edge of the wing 200 is located on the side of the flap 700 facing away from the aileron 800. The first vector control module 400 is closer to the fuselage 100 than the flap 700. On the one hand, it makes the rudder on the tail wing 300 located in the slipstream area of the first vector control module 400 at the trailing edge of the wing 200. On the other hand, it offsets the first vector control module 400 located at the trailing edge of the wing 200 and the first vector control module 400 located at the leading edge of the wing 200 along the Y-axis to avoid aerodynamic interference. In addition, the flap 700 is arranged behind the first vector control module 400 located at the leading edge of the wing 200. Since the flap 700 mainly provides lift during the lifting and lowering process of the UAV, and the first vector control module 400 at the leading edge of the wing 200 provides downward airflow during the lifting and lowering process of the aircraft, the airflow generated by the first vector control module 400 will not disturb the flap 700 behind, and it makes the layout of the position of the first vector control module 400 at the leading edge of the wing 200 more convenient.

[0048] In one embodiment, an elevator 900 is provided at the trailing edge of the tail fin 300. The elevators 900 are symmetrically arranged on both sides of the fuselage 100 along the Y-axis. The elevators 900 are configured to be communicatively connected to the flight control module. The flight control module controls the pitching attitude of the aircraft by controlling the up-and-down swing of the elevators 900. For example, when the aircraft needs to climb upward, the flight control module controls the elevators 900 to deflect upward. The elevators 900 receive an aerodynamic force downward, providing a nose-up moment for the aircraft. In this embodiment, the elevators 900 are located in the slipstream area of the first vector control module 400 connected to the trailing edge of the wing 200. During the horizontal cruise of the aircraft, the backward slipstream of the first vector control module 400 flows directly through the elevators 900, which can improve the control force efficiency of the elevators 900 and enhance the rapid adjustment of the aircraft attitude by the elevators 900.

[0049] It should be noted that elevators 900 are provided at the trailing edges of both the left tail fin 300 and the right tail fin 300. The elevator 900 on the left tail fin 300 is located in the slipstream area of the first vector control module 400 at the trailing edge of the left wing 200, and the elevator 900 on the right tail fin 300 is located in the slipstream area of the first vector control module 400 at the trailing edge of the right wing 200.

[0050] It should be noted that traditional aircraft mainly rely on a single control surface such as a rudder for yaw control, mainly rely on a single control surface such as ailerons for roll control, and mainly rely on a single control surface such as an elevator for pitch control. The first vector control module 400, the second vector control module 500, the flaps 700, the ailerons 800, and the rudder in the present invention operate in coordination. Through the comprehensive control of each vector module and the control surfaces of the aircraft, the safe flight of the aircraft is maintained during state transition and in complex wind fields. Exemplarily, the second vector control module 500 located at the center of the tail fin 300 can provide a large yaw control force with a relatively fast response speed. Under the yaw interference caused by strong winds, through the rapid tilting of the second tilting part 520, the lateral force of the tail fin 300 can be quickly adjusted. At the same time, the thrust difference generated by the first vector control modules 400 located at the trailing edge and the leading edge of the wing 200 and on both sides of the fuselage 100 can be utilized to generate a lateral component force to offset the influence of crosswinds, assisting the second vector control module 500 to resist strong winds. At the same time, the control surfaces of the wing 200 and the tail fin 300 can be combined to work together, enabling the aircraft to quickly and accurately return to the predetermined course, improving the maneuverability and wind resistance of the aircraft in complex wind fields.

[0051] In addition, the two first vector control modules 400 and the second vector control module 500 connected to the tail wing 300 in the present invention can act together. Since the second tilting part 520 swings around the Z axis, no matter what flight state the aircraft is in, the second vector control module 500 can provide a thrust in the horizontal direction. And when the aircraft is cruising horizontally, the first vector control modules 400 connected to the left and right sides of the tail wing 300 can cooperate with the second vector control module 500 to provide horizontal thrust. By controlling the tilting angles of the first tilting part 420 and the second tilting part 520 connected to the tail wing 300, the flight efficiency, flight time, and flight speed of the aircraft can be improved.

[0052] An embodiment of the present invention also provides a flight control method, which is executed by the aircraft provided in the above embodiment. The flight control method includes: Referring to Figures 3 to 7 , when the aircraft converts from vertical takeoff to horizontal cruise, the first vector control module 400 connected to the leading edge of the wing 200 provides the main lift, and the flight control module controls the first vector modules connected to the leading edge and the trailing edge of the wing 200 to gradually reduce the lift and switch the thrust direction to horizontal; specifically, the flight control module controls the first tilting part 420 connected to the leading edge and the trailing edge of the wing 200 to gradually switch from the vertical state to the horizontal state, so that the thrust provided by the first vector control modules 400 on the leading edge and the trailing edge of the wing 200 is switched from vertical to horizontal, realizing a smooth transition of the aircraft from the vertical takeoff state to the horizontal cruise state. And, the center of gravity of the aircraft is located between the leading edge and the trailing edge of the wing 200 along the Y axis. By simultaneously controlling the first vector control modules 400 on the leading edge and the trailing edge of the wing 200 to provide lift and thrust, the influence of the center of gravity position of the aircraft on flight can be taken into account, keeping the aircraft balanced and improving the flight stability of the aircraft.

[0053] Alternatively, when the aircraft switches from the vertical takeoff state to the horizontal cruise state, the first vector control module 400 connected to the leading edge of the wing 200 provides the main lift. The flight control module controls the first vector control module 400 connected to the leading edge of the wing 200 and both sides of the tail wing 300 to gradually reduce the lift and switch the thrust direction to horizontal. Specifically, the flight control module controls the first tilting part 420 connected to the leading edge of the wing 200 and both sides of the tail wing 300 to switch from the vertical state to the horizontal state, so that the thrust provided by the first vector control module 400 on the leading edge of the wing 200 and the tail wing 300 is switched from vertical to horizontal, realizing a smooth transition of the aircraft from the vertical takeoff state to the horizontal cruise state. Moreover, the center of gravity of the aircraft is located between the leading edge and the trailing edge of the wing 200 along the Y axis. By simultaneously controlling the first vector control module 400 on the leading edge of the wing 200 and the tail wing 300 to provide lift and thrust, the influence of the center of gravity position of the aircraft on flight can be taken into account, keeping the aircraft balanced and improving the flight stability of the aircraft.

[0054] It should be noted that when the aircraft switches from the vertical takeoff state to the horizontal cruise state, the flight control module can also simultaneously control the first tilting part 420 connected to the leading edge of the wing 200, the trailing edge of the wing 200 and both sides of the tail wing 300 to switch from the vertical state to the horizontal state, so that the thrust provided by the first vector control module 400 on the leading edge of the wing 200 and the tail wing 300 is switched from vertical to horizontal.

[0055] When the wind field in the flight area where the aircraft is located changes, according to the flight parameters such as the wind direction, wind speed, angular velocity, limited acceleration, and heading detected by the flight detection module, the flight control module controls the second tilting part 520 to rotate to quickly adjust the lateral force of the tail wing 300 to resist the yaw interference caused by strong winds; or simultaneously controls the thrust difference generated by the two first rotors 410 symmetrically arranged relative to the fuselage 100 to resist strong winds and prevent the aircraft from rolling or yawing. Exemplarily, when the right side of the aircraft's head encounters strong winds flowing to the left, the aircraft has a tendency to yaw to the right. The flight control module controls the second tilting part 520 to deflect to the left according to the wind direction and wind speed, and the second vector control module 500 gives the aircraft's tail a thrust to the right to resist the yaw interference caused by strong winds; or the flight control module increases the rotation speed of the first rotor 410 in the first vector control module 400 connected to the right wing 200, or decreases the rotation speed of the first rotor 410 in the first vector control module 400 connected to the left wing 200, so as to increase the backward thrust provided by the first vector control module 400 on the right side or decrease the backward thrust provided by the first vector control module 400 on the left side, making the aircraft have a tendency to tilt to the left to resist the yaw interference caused by strong winds.

[0056] Exemplarily, when the aircraft encounters a crosswind and has a rolling tendency, the flight control module controls the tilting of the first tilting part 420 connected to the leading edge and the trailing edge of the wing 200 according to the wind direction and wind speed detected by the flight detection module, so as to change the downward thrust of the first vector module, and at the same time make the first vector control modules 400 on the left and right sides of the wing 200 generate a thrust difference, so as to generate a rolling moment to resist the crosswind and make the aircraft return to a stable flight state; of course, the flight control module can also control the deflection of the left aileron 800 and the right aileron 800, and use the rudder surface of the wing 200 itself to resist the rolling moment of the crosswind.

[0057] In addition, when the aircraft encounters a headwind and has a pitching tendency, the flight control module controls the tilting of the first tilting part 420 connected to the leading edge and the trailing edge of the wing 200 according to the wind direction and wind speed detected by the flight detection module, so as to change the downward thrust of the first vector module, and at the same time make the first vector control modules 400 at the leading edge and the trailing edge of the wing 200 generate a thrust difference, so as to generate a pitching moment to resist the headwind and make the aircraft return to a stable flight state; of course, the flight control module can also control the deflection of the left rudder and the right rudder, and use the rudder surface of the tail wing 300 itself to resist the pitching moment of the crosswind.

[0058] Therefore, in the present invention, the layout concept of combining multiple vector modules with rudder surface control is adopted. The first vector control module 400, the second vector control module 500 and the rudder surface of the aircraft work together, enabling the aircraft to adjust its attitude more flexibly and precisely during state switching and in a strong wind environment, and improving the maneuverability and wind resistance of the aircraft in a complex wind field.

[0059] In the present invention, the landing gears 600 located at the front and rear of the fuselage 100 stand vertically on the ground. During the vertical takeoff and landing phase of the aircraft, the first vector control module 400 provides thrust in the vertical direction to achieve vertical takeoff. Among them, the first vector control module 400 connected to the leading edge of the wing 200 provides the main lift, and the second vector control module 500 connected to the trailing edge of the wing 200 assists in providing lift and assists in adjusting the flight attitude of the aircraft. The rotation directions of the left and right symmetric first rotors 410 are opposite to cancel the torque and rotation of the whole aircraft on the Z axis; the flight control module accurately calculates and controls the rotation speed of the first rotors 410 in each first vector control module 400 according to the weight, center position of the aircraft, as well as the wind speed and wind direction, etc., so that the first vector control module 400 generates sufficient lift to achieve vertical takeoff; during the lifting and lowering process of the aircraft, by adjusting the tilting angle of each first tilting part 420, the attitude of the aircraft is kept stable to prevent the aircraft from tilting or shaking due to wind field interference. In addition, the lift of the wing 200 can also be changed by controlling the up and down deflection of the flap 700 to assist the first vector control module 400 to make the aircraft take off and land smoothly; and by controlling the up and down deflection of the aileron 800, the attitude of the aircraft during takeoff and landing is adjusted to keep the aircraft flying smoothly.

[0060] When the aircraft is in a hover state, the flight control module controls the first vector control module 400 at the leading edge of the wing 200 to provide lift, and at the same time uses the first vector control module 400 at the trailing edge of the wing 200 to assist in providing lift, and uses the flap 700 to deflect up and down to change the lift provided by the wing 200. The flight control module controls the first vector control module 400 and the second vector control module 500 to keep the aircraft balanced in the pitch direction, yaw direction, and roll direction. Exemplarily, the flight control module controls the first tilting part 420 in the first vector control module 400 to tilt around the Y axis, and at the same time controls the first rotor 410 to rotate. The flight control module issues control instructions to the first vector control module 400 located at the leading edge of the wing 200, the trailing edge of the wing 200, and the tail wing 300 according to the current pitch angle of the aircraft, so that the rotational speeds of the first rotors 410 connected to the leading edge of the wing 200 are the same, the rotational speeds of the first rotors 410 connected to the trailing edge of the wing 200 are the same, and the rotational speeds of the first rotors 410 connected to the tail wing 300 are the same. In this way, the overall rotation balance of the aircraft around the Y axis is achieved, and the aircraft is kept balanced in the pitch direction. It should be noted that during the process of adjusting the pitch balance of the aircraft, the flight control module can also control the rudder on the tail wing 300 to deflect at the same time to assist in controlling the first vector module, so that the aircraft quickly reaches pitch balance.

[0061] In addition, the flight control module can also send control instructions to the first vector control module 400 at the leading edge of the wing 200 and the trailing edge of the wing 200 according to the current roll angle data of the aircraft, and control the rotational speeds of the first rotors 410 connected to the left side of the wing 200 to be the same, and the rotational speeds of the first rotors 410 connected to the right side of the wing 200 to be the same, so as to achieve the rotational balance of the positive pole of the aircraft around the X axis and keep the aircraft balanced in the roll direction. It should be noted that during the process of adjusting the roll balance of the aircraft, the flight control module can also control the left and right ailerons 800 to deflect to assist in controlling the first vector module, so that the aircraft quickly reaches roll balance.

[0062] In addition, the flight control module controls the first tilting part 420 in the first vector control module 400 to tilt around the Y axis, and at the same time controls the first rotor 410 to rotate. The flight control module issues control instructions to the first vector control module 400 located at the leading edge of the wing 200, the trailing edge of the wing 200, and the tail wing 300 according to the current yaw angle of the aircraft. The first rotors 410 connected to the left side of the wing 200 and the first rotors 410 connected to the right side of the wing 200 have different rotational speeds for differential control, so as to achieve the rotational balance of the whole aircraft around the Z axis and make the aircraft quickly reach yaw balance. When the aircraft reaches a certain altitude and is ready to convert to horizontal cruise, the flight control module controls the first tilting part 420 in the first vector control module 400 at the leading edge of the wing 200 to tilt, so that the first tilting part 420 gradually tilts forward from the vertically downward direction, and at the same time gradually increases the thrust magnitude to provide forward power for the aircraft; at the same time, the first tilting part 420 in the first vector control module 400 at the trailing edge of the wing 200 is controlled to gradually tilt forward from the vertically downward direction and provide forward thrust, working in cooperation with the first vector control module 400 at the leading edge of the wing 200 to push the aircraft to accelerate forward. As the speed of the aircraft gradually increases, the lift generated by the wing 200 gradually increases, and the flight control module reduces the rotational speed and lift output of the first rotor 410 in the first vector control module 400 at the leading edge of the wing 200, so that it mainly provides forward thrust; at the same time, the flight control module controls the flaps 700 and ailerons 800 on the wing 200 to deflect to adjust the flight speed and attitude of the aircraft to meet the aerodynamic requirements of different flight stages. When the aircraft reaches the preset cruise speed, the first tilting part 420 in the first vector control module 400 at the leading edge of the wing 200 is completely tilted to the horizontal state and provides the main forward thrust, and the first vector control module 400 at the trailing edge of the wing 200 is used to assist in providing forward thrust and assist in adjusting the flight attitude, so that the aircraft enters a stable horizontal flight state.

[0063] During the horizontal cruise of the aircraft, according to the flight parameters provided by the flight detection module, the attitude change of the aircraft is monitored. When the aircraft is disturbed by strong winds, the flight control module makes the aircraft quickly recover to a stable flight attitude through the comprehensive control of the aircraft's control surfaces and each vector module. When the aircraft enters the pitch control mode, the flight control module controls the first vector control module 400 at the trailing edge of the wing 200 to change the rotational speed of the first rotor 410 and the tilting angle of the first tilting part 420 to change the thrust direction and magnitude of the first vector control module 400 and generate a pitching moment about the X axis; at the same time, the flight control module changes the rotational speed of the first rotor 410 and the tilting angle of the first tilting part 420 of the first vector control module 400 connected to the side of the tail wing 300 to change the thrust magnitude and direction generated by the first vector module, so as to adjust the pitch angle of the tail wing 300 to further enhance or cancel the pitching moment and achieve precise control of the pitch attitude of the aircraft; at the same time, the flight control module can also control the rudder of the tail wing 300 to cooperate with the first vector control module 400 to adjust the pitch attitude of the aircraft. In this way, when the aircraft has a pitch attitude change due to strong wind interference, the flight control module obtains the required pitch control amount according to the flight parameters detected by the flight detection module, and then realizes precise control of the pitch attitude of the aircraft by sending control commands to each first vector control module 400 and the rudder.

[0064] When the aircraft enters the roll control mode, the flight control module controls the left aileron 800 and / or the right aileron 800 to deflect up and down, changing the lift distribution on both sides of the wing 200, generating a rolling moment about the Y-axis, and adjusting the roll attitude of the aircraft. When strong wind interference causes the aircraft to roll, the flight control module obtains the current attitude information of the aircraft according to the flight parameters provided by the flight detection module, and quickly adjusts the deflection angle of the aileron 800, thereby resisting the rolling moment generated by the strong wind; at the same time, the flight control module controls the first vector control modules 400 on the left and right sides of the leading edge of the wing 200 to generate a downward thrust difference, and / or controls the first vector control modules 400 on the left and right sides of the trailing edge of the wing 200 to generate a downward thrust difference, assisting in offsetting the rolling moment generated by the wind field interference and enabling the aircraft to restore a stable roll attitude.

[0065] When the aircraft enters the yaw control mode, the flight control module sends a control command to the second vector control module 500 at the center of the tail wing 300, causing the second tilting part 520 to tilt left and right, changing the lateral force of the tail wing 300, thereby generating a yaw moment about the Z-axis and enabling the aircraft to perform a yaw movement. In a strong wind environment, according to the information such as wind direction and wind speed detected by the flight detection module, the flight control module adjusts the lateral force of the tail wing 300 by adjusting the tilting angle of the second tilting part 520 and / or the rotation speed of the second rotor 510 to offset the yaw interference caused by the strong wind; at the same time, the flight control system can also assist in controlling the yaw attitude of the aircraft by adjusting the backward thrust difference generated by the first vector modules on both sides of the leading edge of the wing 200, and / or the backward thrust difference generated by the first vector modules on the left and right sides of the trailing edge of the wing 200, enabling the aircraft to maintain a stable heading in a complex wind field.

[0066] It can be understood that when the aircraft encounters strong lateral wind, under the interference of the strong wind, the aircraft has a tendency to roll and / or yaw. In this case, the aircraft can precisely control each vector module and control surface according to the attitude information of the aircraft detected by the flight detection module. If the aircraft has a yaw tendency, the flight control module can call the yaw control program to make the aircraft enter the yaw control mode and resist the yaw interference caused by the strong wind; if the aircraft has a roll tendency, the flight control module can call the roll control program to make the aircraft enter the roll control mode; of course, if the aircraft has attitude changes in different directions of roll and yaw at the same time, the flight control module can perform roll and yaw control simultaneously. When the aircraft encounters strong headwind, under the interference of the strong wind, the aircraft has a pitching tendency. The aircraft can call the pitch control program simultaneously according to the attitude information of the aircraft detected by the flight detection module to make the aircraft enter the pitch control mode and resist the pitching interference caused by the strong wind. By calling the existing control program, the flight control module can quickly generate a counteracting moment in the corresponding direction, improve the response speed of the aircraft when encountering strong wind, and enable the aircraft to restore to a stable flight attitude.

[0067] It should be noted that the hovering state and the horizontal cruising state of the aircraft adopt the same control mode. When the aircraft switches from the hovering state to the horizontal cruising state, the flight control module controls the first tilting part 420 connected to the leading edge of the wing 200 to rotate from the vertical state to the horizontal state, so that the first rotor 410 gradually reduces the lift and is converted into providing forward thrust. It can be understood that when the aircraft switches from the horizontal cruising state to the hovering state, the flight control module controls the first tilting part 420 connected to the leading edge of the wing 200 to rotate from the horizontal state to the vertical state, so that the first rotor 410 gradually reduces the forward thrust and is converted into providing lift. Therefore, when the aircraft switches between the hovering state and the horizontal cruising state, only the tilting angle of the first tilting part 420 needs to be changed, and other control states are kept unchanged, which can greatly reduce the control difficulty during the conversion between the two modes.

[0068] It can be understood that when the aircraft switches between the hovering state and the horizontal cruising state, the flight control module can also control the rotation of the first tilting part 420 connected to the trailing edge of the main wing to assist in providing thrust or lift, and to adjust the flight attitude of the aircraft. At the same time, the flap 700 at the trailing edge of the wing 200 can be controlled by the flight control module to deflect up and down to change the lift of the wing 200 and adapt to the aerodynamic requirements of the aircraft at different flight stages.

[0069] When the aircraft makes a vertical landing, the flight control module reduces the thrust in the vertical direction by controlling the first vector control module 400 at the leading edge of the wing 200 and the trailing edge of the wing 200. Specifically, the rotation speeds of the first rotors 410 at the leading edge of the wing 200 and the trailing edge of the wing 200 are reduced, and at the same time, the flap 700 is controlled to deflect to increase the lift to achieve a smooth landing of the aircraft. Of course, when the aircraft makes a vertical landing, the rotation of the first tilting part 420 at the trailing edge of the wing 200 and the tail wing 300, and the rotation of the second tilting part 520 on the tail wing 300 can also be controlled to stabilize the attitude of the aircraft.

[0070] The embodiments of the present invention have been described in detail above with reference to the accompanying drawings. However, the present invention is not limited to the above embodiments. Within the scope of knowledge possessed by those of ordinary skill in the art, various changes can be made without departing from the purpose of the present invention. In addition, the embodiments of the present invention and the features in the embodiments can be combined with each other without conflict.

Claims

1. A high wind-resistant aircraft based on vector control, characterized in that, Comprising: Fuselage; Wings, symmetrically arranged on both sides of the fuselage along the Y-axis; Tail wings, arranged behind the fuselage and symmetrically arranged on both sides of the fuselage along the Y-axis; First vector control module, at least the leading edge of the wing along the X-axis, and both sides of the tail wing along the positive and negative directions of the Y-axis are provided with the first vector control module, or at least the leading edge and the trailing edge of the wing are provided with the first vector control module; the first vector control module includes a first rotor and a first tilting part, the first rotor is rotatably connected to one end of the first tilting part, and the other end of the first tilting part is rotatably connected to the wing or the tail wing around the Y-axis; Second vector control module, including a second rotor and a second tilting part, the second rotor is rotatably connected to one end of the second tilting part, and the other end of the second tilting part is rotatably connected to the center of the tail wing along the Y-axis around the Z-axis; Flight detection module, used to detect the flight parameters of the aircraft; Flight control module, communicatively connected to the first vector control module and the second vector control module, and configured to control the rotation of the first rotor, the second rotor, the first tilting part, and the second tilting part according to the flight parameters.

2. The high wind-resistant aircraft based on vector control according to claim 1, characterized in that The leading edge and the trailing edge of the wing, and both sides of the tail wing along the positive and negative directions of the Y-axis are provided with the first vector control module.

3. The high wind-resistant aircraft based on vector control according to claim 1, wherein The first vector control module located at the leading edge of the wing and the first vector control module located at the trailing edge of the wing are staggered along the Y-axis; And / or, an elevator is provided at the trailing edge of the tail wing, the elevator is symmetrically arranged on both sides of the fuselage along the Y-axis, and the elevator is located in the slipstream area of the first vector control module connected to the trailing edge of the wing.

4. The high wind-resistant aircraft based on vector control according to claim 1, characterized in that, The trailing edge of the wing is provided with flaps and ailerons, and each wing is connected with the first vector control module, and the first vector control module connected to the trailing edge of the wing is located on the side of the flap facing away from the aileron.

5. A flight control method, characterized in that, Executed by the high wind-resistant aircraft based on vector control according to any one of claims 1 to 4, the flight control method includes: When the aircraft is converted from vertical takeoff to horizontal cruise, the flight control module controls the first vector module connected to the leading edge and the trailing edge of the wing to gradually reduce the lift and switch the thrust direction to horizontal; and / or, the flight control module controls the first vector control module connected to the leading edge of the wing and both sides of the tail wing to gradually reduce the lift and switch the thrust direction to horizontal; When the wind field in the area where the aircraft is located changes, the flight control module controls the rotation of the second tilting part; and / or, the flight control module controls two first rotors symmetrically arranged relative to the fuselage to generate a thrust difference.

6. The flight control method according to claim 5, characterized in that When the aircraft enters the yaw control mode, the flight control module controls the rotation of the second tilting part; and / or, the flight control module controls the first rotors connected to the wing and symmetric relative to the fuselage to generate a thrust difference; When the aircraft enters the roll control mode, the flight control module controls the ailerons on the wings to deflect up and down; and / or, the flight control module controls two of the first rotors symmetrically arranged relative to the wings to generate a thrust difference; When the aircraft enters the pitch control mode, the flight control module controls the elevators on the tail to deflect up and down; and / or, the flight control module changes the magnitude and direction of the thrust of the first rotor connected to the trailing edge of the wing; and / or, the flight control module changes the magnitude and direction of the thrust of the first rotor connected to the side of the tail; 7. The flight control method according to claim 6, wherein When the aircraft encounters a crosswind, the aircraft enters the yaw control mode; and / or, the aircraft enters the roll control mode; When the aircraft encounters a headwind, the aircraft enters the pitch control mode.

8. The flight control method according to claim 5, wherein When the aircraft switches from the hover state to the horizontal cruise state, the flight control module controls the first tilting part connected to the leading edge of the wing to rotate from the vertical state to the horizontal state; and / or, the flight control module controls the first tilting part connected to the trailing edge of the wing to rotate; and / or, the flight control module controls the flaps on the wings to deflect up and down.

9. The flight control method according to claim 5, wherein When the aircraft is in the horizontal cruise state, the first tilting part and the second tilting part connected to the tail have an angle with the vertical direction, and both the first vector control module and the second mass control module connected to the tail can generate horizontal thrust.

10. The flight control method according to claim 5, characterized in that, When the aircraft is in the vertical takeoff and landing or hover state, the flight control module controls the first vector control module connected to the leading edge of the wing to provide lift; and / or, the flight control module controls the first vector control module connected to the trailing edge of the wing to provide lift; and / or, the flight control module controls the first tilting part connected to the trailing edge of the wing to rotate; and / or, the flight control module controls the ailerons and / or flaps on the wings to deflect up and down.

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