Ultra-light modular vertical take-off and landing aircraft based on orthogonally staggered connected wings and redundant power

Abstract

The invention provides an ultra-light modular vertical take-off and landing aircraft based on orthogonally staggered connected wings and redundant power, which comprises a fuselage structure, an orthogonally staggered connected wing structure, a redundant power system and a mechanical control backup system. The problems of stall risk, insufficient safety redundancy, high cost and transportation difficulty of the existing eVTOL aircraft are solved, and an efficient, safe and economical vertical take-off and landing aircraft solution is provided for cities and remote areas.

Description

Technical Field

[0001] The present invention relates to the technical field of eVTOL, and particularly to an ultra-light modular vertical takeoff and landing aircraft based on a positive staggered joined wing and redundant power. Background Art

[0002] eVTOL can be widely applied to in-city air travel and inter-city travel scenarios within urban agglomerations, significantly saving travel time. It is considered an important solution for future urban air transportation and an important part of the development of the low-altitude economy.

[0003] Currently, the technological development in the field of electric vertical takeoff and landing aircraft (eVTOL) focuses on the combination of a joined wing layout and a distributed propulsion configuration. For example, the existing patent (application number: CN202311703254.5) discloses a hybrid vertical takeoff and landing aircraft based on a joined wing layout, which adopts a hybrid power system (a combination of a fuel engine and a battery) and a tiltable motor design. The vertical lift is provided by the motor-driven propellers, and the fuel engine intervenes during the cruise phase to extend the range. At the same time, the front and rear wing linkage structure of the joined wing layout is used to enhance the wing stiffness and reduce the wingtip deformation. However, this technology still has significant defects: Firstly, the aerodynamic layout adopts a traditional negative staggered joined wing configuration (the front wing is below and the rear wing is above), resulting in a sharp drop in the lift coefficient during high-angle-of-attack flight and an early stall critical point, severely restricting the flight envelope range and safety; Secondly, the power system is only configured with a four-axis and four-propeller system, and a single-engine or twin-engine failure will cause thrust imbalance, with insufficient redundant design and difficulty in meeting the high-reliability requirements; Thirdly, the fuselage structure relies on aluminum alloy materials, the average mass of the whole aircraft exceeds 500 kg, and the customized components result in high manufacturing costs, hindering large-scale application.

[0004] To address the above problems, the existing technology urgently needs to make breakthroughs in three aspects: aerodynamic performance, safety redundancy, and lightweight. Specifically, it is necessary to delay the stall phenomenon by optimizing the joined wing layout configuration, design a multi-axis redundant power system to cope with the risk of power failure, and introduce lightweight materials and modular structures to reduce weight and cost. Based on this technical requirement, the present invention proposes an ultra-light vertical takeoff and landing fixed-wing aircraft with a positive staggered joined wing layout, which improves the stall characteristics through aerodynamic reconstruction with the front wing above and the rear wing below, and combines a six-axis and eight-propeller redundant power system with a carbon fiber modular design to provide an efficient, safe, and economical solution for urban air transportation and logistics in remote areas. Summary of the Invention

[0005] The present invention proposes an ultra-light modular vertical takeoff and landing aircraft based on a positive staggered joined wing and redundant power, which solves the problems raised in the background art. The technical solution of the present invention is realized as follows: An ultra-light modular vertical takeoff and landing aircraft based on a positive staggered joined wing and redundant power, comprising: The fuselage structure includes a nose, with a front wheel at the front of the nose, a seat configured in the cockpit, and a vertical tail and a tail wheel installed at the tail; A positive stagger joined-wing structure includes a front wing, a rear wing, and wing tips. The front wing and the rear wing are rigidly connected through the wing tips to form a diamond or trapezoidal frame. Among them, the front wing is located above the rear wing in the vertical direction, and the spars of the front wing and the rear wing are fixed through a plug-in structure; A redundant power system includes a vertical takeoff power system and a propulsion power system. The vertical takeoff power system includes two lift rotor beams. A coaxial dual-rotor motor is installed on the front lift rotor beam, and four groups of single-rotor motors are distributed in an H shape at the rear. Each motor is connected to a battery system through an electronic speed controller; The propulsion power system includes a gasoline engine and gasoline engine blades fixed to its rotating shaft. The gasoline engine is arranged on the fuselage inside the positive stagger joined-wing structure; A vertical takeoff battery is arranged under the seat, and the gasoline engine and the fuel tank are integrated in the rear cabin; It also includes an electronic control unit, and the redundant power system supports dynamic thrust distribution after single-axis or dual-axis failures through the electronic control unit; A mechanical control backup system includes a control stick, an elevator, and ailerons connected by cable drive. The system is independent of the fly-by-wire control unit.

[0006] As a further solution, the front wing includes a middle section and left and right outer sections. The middle section is a straight wing with two carbon tube spars inside, and is connected to the left and right outer sections of the front wing arranged in a "rear-swept and dihedral" form through lugs and bolts.

[0007] As a further solution, the lift rotor beam is made of carbon fiber pipe, filled with lightweight foam inside, the skin is integrally formed of composite materials, and winglets are provided at the wing tips to reduce induced drag.

[0008] As a further solution, in the six-axis and eight-rotor redundant power system, the lift rotor blades of the front coaxial dual-rotor motor have a larger diameter than the blades of the rear single-rotor motors, and the angle of attack of all blades is dynamically adjusted through the flight control system.

[0009] As a further solution, the lugs and the middle section of the wing are matched by high-precision positioning pins, and the bolts are designed to prevent loosening. After disassembly, the maximum dimension of the wing structure does not exceed the inner cavity of a standard container.

[0010] As a further solution, the gasoline engine and the electric propulsion system can work independently or cooperatively. The gasoline engine blades are connected through a tiltable drive shaft, supporting the mode switching between vertical takeoff and landing and level flight.

[0011] As a further solution, the tail wheel adopts a rear tricycle landing gear design.

[0012] As a further solution, the vertical tail and the elevator adopt a full-moving design, are connected to the fuselage through carbon fiber hinges, and the deflection angle range is ±30°.

[0013] As a further solution, the flight control system integrates a redundant sensor group, including dual-redundant IMU, barometric altimeter and GPS module, to support continuous control under single point failure.

[0014] As a further solution, the empty weight of the fuselage shall not exceed 116 kg, the maximum take-off weight shall be ≤ 220 kg, and the wing aspect ratio shall be ≥ 8.

[0015] Compared with the existing technology, this solution has the following beneficial effects: (1) Aerodynamic performance optimization: The aircraft adopts a staggered wing layout (front wing on top, rear wing on bottom). CFD simulation shows that compared with the traditional negative staggered configuration, the slope of the lift coefficient decreases by 40%, and the stall critical point is significantly delayed, which improves flight safety and stability under high angle of attack conditions.

[0016] (2) Enhanced safety redundancy: The six-axis, eight-propeller redundant power system (the front two coaxial twin-propellers, the rear four single-propellers, H-shaped distribution) supports dynamic thrust distribution after single / dual engine failure, combined with a mechanical control backup system (cable drive) independent of the fly-by-wire control, to ensure that the aircraft can still fly safely in the event of a power or control system failure.

[0017] (3) Lightweight and improved structural strength: The wing adopts an integrated molding process of carbon fiber tube beam + composite material skin, combined with a diamond frame structure with a wing-link layout, which meets the 3g overload strength requirement with an empty weight of only 116 kg, and the wingtip displacement is less than 2mm, significantly reducing the structural weight while improving the stiffness.

[0018] (4) Economy and transportation convenience: The modular detachable wing design (ears + bolt fixing) reduces the transportation volume by 60%, is suitable for standard container transportation, and reduces logistics costs by 70%; the procurement cost of industrial-grade standard components (such as motors and electronic speed controllers) is reduced by 60%, supporting large-scale production and application.

[0019] (5) Multi-scenario adaptability: Urban Air Mobility (UAM): Lightweight design (maximum take-off weight ≤ 220 kg) and low-noise electric power system are suitable for short-distance manned transportation; Remote area logistics: The oil-powered engine (optional) provides long-range capability, and the detachable wings facilitate rapid deployment in complex terrain and support high-load material delivery.

[0020] (6) Control flexibility: The flight control system supports automatic switching between vertical take-off and landing and fixed-wing cruise modes. The hybrid power system can select electric (low noise) or oil (long range) mode according to mission requirements, taking into account both environmental protection and mission adaptability.

[0021] (7) Maintenance and Reliability: Standardized components and modular structures simplify the maintenance process, and the corrosion resistance of carbon fiber materials extends the service life; redundant sensor groups (dual-redundancy IMU, GPS) ensure continuous and stable control under single-point failures. Description of the Drawings

[0022] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the following will briefly introduce the drawings required for use in the description of the embodiments or the prior art. Obviously, the drawings in the following description are only some embodiments of the present invention. For those of ordinary skill in the art, without creative efforts, other drawings can be obtained based on these drawings.

[0023] Figure 1 It is a schematic diagram of the overall structure of the ultra-light modular vertical takeoff and landing aircraft based on the positive cross-connected wing and redundant power of the present invention from the first perspective; Figure 2 It is a schematic diagram of the overall structure of the ultra-light modular vertical takeoff and landing aircraft based on the positive cross-connected wing and redundant power of the present invention from the second perspective; Figure 3 It is a schematic diagram of the overall structure of the ultra-light modular vertical takeoff and landing aircraft based on the positive cross-connected wing and redundant power of the present invention from the third perspective; Figure 4 It is a schematic diagram of the overall structure of the ultra-light modular vertical takeoff and landing aircraft based on the positive cross-connected wing and redundant power of the present invention from the fourth perspective; Figure 5 It is a schematic diagram of the overall structure of the gasoline engine of the ultra-light modular vertical takeoff and landing aircraft based on the positive cross-connected wing and redundant power of the present invention; Figure 6 It is a schematic diagram of the structure of the second lift rotor blade of the present invention; Figure 7 It is the comparison of the lift coefficient - angle of attack curve (the legend at the end is +1, +2, +3c representing the negative cross configuration, -1, -2, -3c representing the positive cross configuration); Figure 8 It is the ANSYS displacement diagram of the left half wing under force.

[0024] Explanation of the Reference Numerals in the Drawings: 11 - front wing; 12 - rear wing; 2 - wing tip; 3 - lift rotor beam; 4 - front wheel; 5 - dual-rotor motor; 6 - control stick; 7 - nose; 8 - seat; 9 - fuel tank; 10 - gasoline engine; 11 - tail wheel; 22 - vertical fin; 13 - first lift rotor blade; 14 - lug; 15 - gasoline engine blade; 17 - aileron; 18 - electronic speed controller; 19 - second lift rotor blade; 20 - pipe clamp; 21 - single-rotor motor. Detailed Embodiments

[0025] The following will clearly and completely describe the technical solutions of the present invention in conjunction with the embodiments of the present invention. Obviously, the embodiments described are only some embodiments of the present invention, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making any creative efforts shall fall within the scope of protection of the present invention.

[0026] Reference Figures 1 - 6 The present invention provides an ultralight vertical take-off and landing fixed-wing aircraft with a linked wing layout. Its structural design integrates aerodynamic optimization, redundant safety, and lightweight requirements, and specifically includes the following core components and assembly relationships: 1. Wing structure The wing-linked layout consists of a front wing (11), a rear wing (12) and a wingtip (2). The front wing (11) is located vertically above the rear wing (12), forming an orthogonal staggered configuration. The front wing (11) serves as the main lift surface and is composed of a straight wing middle section and a swept-down outer wing with two outer wings. The middle section has two carbon fiber tubular beams built into it, which are connected to the left and right outer wings through lugs (14) and bolts. The outer wings can be disassembled to achieve modular transportation. After disassembly, the entire aircraft can be loaded into a standard container, reducing the transportation volume by 60%. The rear wing (12) serves as the longitudinal stabilizing surface and adopts a swept-up design. The outer diameter of the left and right outer section carbon fiber beams of the rear wing (12) matches the inner diameter of the middle section beam. The wingtip (2) is rigidly connected to the front wing (11) through the plug-in structure to form a diamond frame. The wingtip (2) is integrated with the winglet, which is formed in one piece through the carbon fiber skin and internal lightweight foam filling process. According to ANAYA stress analysis, the wingtip displacement is less than 2mm under 3g overload. The front wing (11) and rear wing (12) skins are both manufactured using a carbon fiber composite material vacuum bag pressing process, which reduces rivet points by 80%, and are filled with closed-cell foam to maintain an aerodynamic shape.

[0027] The advantages of the linked wing layout are as follows: a) Aerodynamic characteristics: The connected wing layout has the aerodynamic characteristics of a close-coupled double-wing layout, and the rear wing (12) has the characteristics of a forward-swept wing, which can maintain uniform pressure distribution when the angle of attack increases, thereby improving the lift line slope and the maximum lift coefficient.

[0028] b) Structural strength: Since the front wing (11) and the rear wing (12) are connected at the wing tip (2), the connected wing layout significantly improves the strength and stiffness of the wing, and can adopt a larger aspect ratio under the same aerodynamic load, thereby obtaining a larger lift coefficient.

[0029] c) Weight and drag: Under the same structural load conditions, the connected wing layout has the advantages of light structural weight, large effective aspect ratio of the wing, and small induced drag.

[0030] 2. Body layout The fuselage adopts a semi-monocoque carbon fiber frame, which is divided into three parts: the nose (7), the cockpit and the rear cabin: Nose (7): A magnesium alloy front wheel (4) is installed at the front end. The tire is of low-profile inflatable structure, and the tire pressure adapts to terrain changes; Cockpit: A single-seat semi-open design, equipped with an anti-collision frame and a five-point seat belt. A dedicated battery pack for vertical takeoff and landing is arranged under the seat (8). The control stick (6) is connected to the elevator (16) and ailerons (17) through a cable drive mechanism; Rear cabin: Integrates a gasoline engine (10) and a fuel tank (9). The propeller blades (15) of the gasoline engine (10) are driven by a tiltable drive shaft. A movable vertical tail (22) and an elevator (16) are installed at the tail. The deflection angle range is ±30°. The vertical tail (22) is connected to the fuselage through a carbon fiber hinge; Landing gear: Adopts a rear tricycle design. The tail wheel (11) is linked with the nose front wheel (4) to ensure that the three wheels touch the ground simultaneously during landing.

[0031] In terms of fuselage design, this design fully references and draws on the design concepts and technical experiences of various ultra-light aircraft to ensure that the structural strength, weight control and aerodynamic performance of the aircraft reach the optimal state. In terms of material selection, we use high-strength composite materials commonly used in ultra-light aircraft, which not only have excellent tensile strength and flexural stiffness, but also can effectively reduce the overall weight of the fuselage. In the design of the cockpit layout, full consideration is given to the comfort and operation efficiency of the pilot. At the same time, advanced experience in space utilization is drawn on, so that the internal space of the fuselage is reasonably allocated, ensuring both the necessary load capacity and the compactness of the overall structure. The single-seat semi-open cockpit is equipped with an anti-collision frame and a five-point seat belt. A battery for the vertical takeoff system is arranged under the seat (8). The gasoline engine (10) and fuel tank (9) are located at the rear of the cockpit. The landing gear is a classic rear tricycle design. First, it is easy to install the tail wheel (11) on the aircraft. Compared with the front wheel (4), the tail wheel (11) has a simple structure, smaller size and mass, and it is easy to ensure the space for this type of landing gear and easy to arrange. Second, during normal landing, the three wheels touch the ground simultaneously, which means that the attitude of the aircraft during the flare (the fourth stage of the landing process) is the same as the attitude during ground roll and taxiing.

[0032] 3. Power System The power system is divided into two parts: vertical takeoff and landing and horizontal flight propulsion, and adopts an H-type distributed six-axis eight-propeller redundant design: Vertical take-off and landing system: including two lift rotor beams (3), the front lift rotor beam (3) is coupled to the wing carbon tube beam through a tube clamp (20), and is installed with a coaxial double-propeller motor (5, 21), and the rear four sets of single-propeller motors (5) are symmetrically distributed in an H shape, and each motor is connected to the battery through an electric regulator (18); the lift rotor blades (13, 19) are designed with graded diameters (front blades > rear blades), and are fixed to the motor output shaft through a flange. The blade angle of attack is dynamically adjusted by the flight control during vertical take-off and landing; Level flight propulsion system: The oil-powered engine (10) drives the fixed-pitch propeller blades (15), and the thrust direction is switched through the tilting drive shaft. In electric mode, the rear motor can also provide auxiliary thrust; Redundancy mechanism: When one or both axes fail, the flight control system redistributes the remaining motor thrust within 1 second to ensure lift balance.

[0033] 4. Mechanical control backup system Independent of the fly-by-wire control system, it consists of a joystick (6), steel cables, levers and pneumatic control surfaces: Transmission path: The steel cable is arranged along the preset guide groove of the fuselage and is physically isolated from the electric line. The control stick (6) is pulled back to drive the elevator (16) upward, and the side pressure is linked to the aileron (17) to deflect. The pedal controls the rudder. Emergency takeover: In the event of a fly-by-wire failure, the mechanical system takes over within 0.5 seconds, ensuring uninterrupted pitch, roll and yaw control.

[0034] 5. Modular and lightweight design Wing module: The left and right outer wings are matched with high-precision positioning pins through ear pieces (14), and the bolts are designed to prevent loosening. After disassembly, the maximum size of the wing is adapted to the inner cavity of a standard container; Material technology: Carbon fiber accounts for over 85% of the entire aircraft, empty weight is 116 kg, maximum take-off weight is ≤ 220 kg, and the wing aspect ratio is ≥ 10; Standardized components: Motors (5, 21), ESCs (18), etc. use industrial-grade general-purpose parts, reducing procurement costs by 60%.

[0035] Working principle: 1. Working mode The aircraft's flight controller has two operating modes: vertical flight and fixed-wing flight. 1) When the aircraft is in vertical flight, the vertical lift motor drives the blades (13, 19) to generate an upward pull, allowing the aircraft to overcome the force of gravity and climb or descend vertically. The flight control system controls the output of each motor to achieve the aircraft's pitch, roll, yaw and other movements.

[0036] 2) When the aircraft is in the fixed-wing flight state, the gasoline engine (10) drives the propeller blades (15) to generate forward thrust, causing the aircraft to move forward. Air passes over the wing surface and generates upward lift, enabling the aircraft to maintain flight by overcoming gravity. At this time, the control efficiency of the aircraft's aerodynamic control surfaces is improved, and the aircraft controls its attitude through the elevator (16) and ailerons (17).

[0037] 2. Basic working process First, the operator needs to start the aircraft power system and set the flight controller to the vertical takeoff mode. Subsequently, the rotor power system is activated, the motors start running, and the propeller blades (13, 19) rotate rapidly to generate strong lift. Driven continuously by the motors, the aircraft vertically ascends from the ground and gradually accelerates to the predetermined altitude. When the preset flight state switching altitude is reached, the aircraft enters the state conversion stage. At this time, the flight controller determines that the speed and altitude conditions are met based on real-time parameters and automatically switches to the fixed-wing cruise mode. Meanwhile, the rotor power system stops working, and the propulsion power system is immediately activated to provide continuous forward power for the aircraft.

[0038] After completing the established fixed-wing cruise mission, the aircraft needs to prepare for landing. The operator or the autopilot system will guide the aircraft to adjust to a speed and altitude suitable for vertical landing. At this time, the flight controller triggers a state switching command, causing the aircraft to switch back from the fixed-wing mode to the vertical takeoff and landing mode. The propulsion power system shuts down, and the rotor power system restarts to provide the necessary lift and control for a smooth landing. Finally, with the assistance of the rotors, the aircraft slowly descends and touches the ground, and then the motors stop running, completing the entire flight cycle.

[0039] 3. Working principle of the mechanical control system When using the mechanical control system, the system directly transmits the pilot's control inputs to each control surface through mechanical transmission to achieve precise control of the aircraft's attitude. Its core principle is based on leverage, cable / link transmission, and aerodynamic feedback, mainly controlling the three axial movements of pitch (elevator (16)), roll (ailerons (17)), and yaw (rudder).

[0040] Pitch operation: Pull the control stick (6) backward → the elevator (16) deflects upward → the lift of the horizontal tail decreases → the tail of the aircraft presses down and the nose of the aircraft pitches up (climbs); Pushing forward is the opposite. Roll control: Press the control stick (6) to the right → the right aileron (17) deflects upward (lift decreases), the left aileron (17) deflects downward (lift increases) → the right wing of the aircraft sinks and the left wing rises → the aircraft rolls to the right. Yaw control: Step on the right pedal → the rudder deflects to the right → the tail of the aircraft is forced to the left → the nose of the aircraft turns to the right. Flight can be achieved through the above operations.

[0041] Through aerodynamic, mechanical and technological optimizations, the above structure achieves the goals of stall delay, redundant fault tolerance and lightweight, providing a highly adaptable solution for urban air transportation and logistics in remote areas.

[0042] In this regard, the applicant conducted relevant simulation experiments for verification: Figure 7 For the comparison of lift coefficient - angle of attack curves (at the end of the legend, +1, +2, +3c represent negative staggered configurations, and -1, -2, -3c represent positive staggered configurations). Figure 8 It is the ANSYS displacement diagram of the force on the left half of the wing.

[0043] Through CFD simulation verification, compared with the negative staggered configuration, the stall critical point of the positive staggered configuration is greatly delayed, and the slope of the lift coefficient decrease slows down by 40%; through stress - strain analysis by ANAYA, the displacement at the wing tip position (winglet) < 2 mm.

[0044] The above are only the preferred embodiments of the present invention and are not intended to limit the present invention. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principles of the present invention shall be included within the protection scope of the present invention.

Claims

1. A super-light modular vertical takeoff and landing aircraft based on a positive stagger connected wing and redundant power, characterized in that include: The fuselage structure includes a nose (7), a front wheel (4) is provided at the front end of the nose (7), a seat (8) is arranged in the cockpit, and a vertical tail (22) and a tail wheel (11) are installed at the tail; An orthogonal staggered wing structure comprises a front wing (11), a rear wing (12) and a wing tip (2), wherein the front wing (11) and the rear wing (12) are rigidly connected via the wing tip (2) to form a diamond or trapezoidal frame, wherein the front wing (11) is located vertically above the rear wing (12), and the wing beams of the front wing (11) and the rear wing (12) are fixed via a plug-in structure; A redundant power system includes a vertical lift power system and a propulsion power system, wherein the vertical lift power system includes two lift rotor beams (3), a coaxial twin-propeller motor (13) is installed at the front of the lift rotor beam (3), and four sets of single-propeller motors (5) are distributed in an H shape at the rear, and each motor is connected to a battery system through an electronic speed regulator (18); the propulsion power system includes an oil-driven engine (10) and oil-driven engine blades (15) fixed to its rotating shaft, and the oil-driven engine (10) is arranged on the fuselage inside the orthogonal staggered wing structure; a vertical lift battery is arranged below the seat (8), and the rear cabin integrates the oil-driven engine (10) and the fuel tank (9); and an electronic control unit is also included, and the redundant power system supports dynamic thrust distribution after single-axis or double-axis failure through the electronic control unit; A mechanical control backup system comprises a control column (6), an elevator, and an aileron (17) connected by a cable transmission, wherein the system is independent of the fly-by-wire control unit.

2. The ultra-light modular vertical takeoff and landing aircraft based on positive staggered connecting wings and redundant power according to claim 1, characterized in that The front wing (11) comprises a middle section and left and right outer sections, and the middle section is a straight wing with two carbon tube beams arranged inside, which are connected to the left and right outer section front wings arranged in a "swept down" form through lugs (14) and bolts.

3. The ultra-light modular vertical takeoff and landing aircraft based on positive stagger-connected wings and redundant power according to claim 1, characterized in that The lift rotor beam (3) is made of carbon fiber tubular material, the interior of which is filled with lightweight foam, and the skin is integrally formed of composite materials. The wing tip (2) is provided with a winglet to reduce induced drag.

4. The ultra-light modular vertical takeoff and landing aircraft based on a positive stagger wing and redundant power according to claim 1, characterized in that, In the redundant power system, the diameter of the first lift rotor blade (13) of the front coaxial twin-propeller motor (5) is larger than the diameter of the second lift rotor blade (13) of the rear single-propeller motor (21), and the angles of attack of all blades (13) are dynamically adjusted by the flight control system.

5. The ultra-light modular vertical takeoff and landing aircraft based on positive staggered connected wings and redundant power according to claim 2, characterized in that The ear piece (14) is matched with the middle section of the wing through a high-precision positioning pin, and the bolt adopts an anti-loosening design. After disassembly, the maximum size of the wing structure does not exceed the inner cavity of a standard container.

6. The ultra-light modular vertical take-off and landing aircraft based on positive cross-connected wings and redundant power according to claim 1, characterized in that The oil-powered engine (10) and the electric propulsion system can work independently or in conjunction with each other, and the oil-powered engine blades (15) are connected via a tiltable transmission shaft to support switching between vertical take-off and landing and level flight modes.

7. The ultra-light modular vertical takeoff and landing aircraft based on positive intersecting wings and redundant power according to claim 1, wherein The tail wheel (11) adopts a rear tricycle landing gear design.

8. The ultra-light modular vertical takeoff and landing aircraft based on positive staggered connected wings and redundant power according to claim 1, characterized in that, The vertical tail (12) and the elevator (16) adopt a movable structure and are connected to the fuselage through a carbon fiber hinge, with a deflection angle range of ±30°.

9. The ultra-light modular vertical takeoff and landing aircraft based on positive cross-connected wings and redundant power according to claim 1, characterized in that, The flight control system integrates a redundant sensor group, including a dual-redundant IMU, a barometric altimeter, and a GPS module, to support continuous control under single-point failure.

10. The ultra-light modular vertical takeoff and landing aircraft based on positive cross-connected wings and redundant power as claimed in claim 1, characterized in that, The empty weight of the fuselage does not exceed 116 kg, the maximum take-off weight is ≤ 220 kg, and the wing aspect ratio is ≥ 8.

Images