Rotor hang glider type vertical lift manned aircraft

Abstract

The invention belongs to the technical field of manned aircrafts, and particularly relates to a rotor hang glider type vertical lifting manned aircraft which comprises a manned aircraft body and further comprises rotor assemblies used for enabling the manned aircraft body to fly in the vertical direction, and the rotor assemblies are arranged at the front end and the rear end of the manned aircraft body. The propelling assemblies are used for enabling the manned aircraft body to fly in the horizontal direction, and the propelling assemblies are arranged on the two sides of the manned aircraft body; and the gliding assembly is used for enabling the manned aircraft body to glide after the rotor wing assembly and the propelling assembly stop working. By arranging the rotor assemblies, the propelling assemblies and the gliding assemblies, when the manned aircraft flies, the rotor assemblies, the propelling assemblies and the gliding assemblies can ensure the flight safety of the aircraft, so that when the rotor assemblies or the propelling assemblies or the gliding assemblies are damaged, the aircraft can be ensured to safely land by means of other assemblies; and the safety is improved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of manned aircraft, in particular to a rotor-sail type vertical take-off and landing manned aircraft. BACKGROUND

[0002] With the acceleration of low-altitude traffic network construction and the upgrading of sightseeing tourism industry, manned aircraft with vertical take-off and landing capability (such as eVTOL, electric rotorcraft) have become an important development direction for urban short-distance commuting and scenic sightseeing because they do not require a dedicated runway.

[0003] However, the existing manned aircraft has the following problems in the running process:

[0004] 1. Safety problem: when the rotor of the existing manned aircraft is damaged, the manned aircraft may fall due to the inability to fly;

[0005] 2. Mileage problem: because the rotor needs to run continuously, it cannot glide like a bird, which affects the endurance of the manned aircraft.

[0006] Based on the above, the present application provides a rotor-sail type vertical take-off and landing manned aircraft. SUMMARY

[0007] To solve the above technical problems, according to one aspect of the present application, the present application provides the following technical scheme:

[0008] The rotor-sail type vertical take-off and landing manned aircraft comprises a manned aircraft body, and further comprises:

[0009] A rotor assembly for making the manned aircraft body fly vertically, and the front and rear ends of the manned aircraft body are provided with rotor assemblies;

[0010] A propulsion assembly for making the manned aircraft body fly horizontally, and the two sides of the manned aircraft body are provided with propulsion assemblies;

[0011] A gliding assembly for enabling the manned aircraft body to glide after the rotor assembly and the propulsion assembly stop working, and the two sides of the manned aircraft body are provided with gliding assemblies.

[0012] As a preferred scheme of the rotor-sail type vertical take-off and landing manned aircraft, wherein: the rotor assembly comprises:

[0013] A first support rod, the front and rear ends of the manned aircraft body are fixedly installed with first support rods;

[0014] A first support block, the first support block is fixedly installed on one end of the first support rod;

[0015] The first rotating shaft is rotatably connected to the first support block via a bearing;

[0016] The first propeller, and several first propellers are fixedly mounted on the side of the first shaft;

[0017] The first servo motor is fixedly mounted on the bottom of the first support block, and the output shaft of the first servo motor is fixedly connected to the first rotating shaft.

[0018] As a preferred embodiment of the rotor-glide glider-type vertical takeoff and landing manned aircraft of the present invention, the propulsion assembly includes:

[0019] The second support rod is fixedly installed on both sides of the manned aircraft body;

[0020] The second support block is fixedly installed at one end of the second support rod;

[0021] The second rotating shaft is rotatably connected to the second support block via a bearing;

[0022] The second propeller, and several second propellers are fixedly mounted on the side of the second shaft;

[0023] The second servo motor is fixedly installed on one side of the second support block, and the output shaft of the second servo motor is fixedly connected to the second rotating shaft.

[0024] As a preferred embodiment of the rotor-glide glider-type vertical takeoff and landing manned aircraft of the present invention, the gliding component includes:

[0025] Glider, the manned aircraft is equipped with gliders on both sides of its main body;

[0026] A drive assembly for adjusting the angle of the glider, and the drive assembly is located on the manned aircraft body.

[0027] As a preferred embodiment of the rotor-glide glider-type vertical takeoff and landing manned aircraft of the present invention, the drive assembly includes:

[0028] The first support plate is fixedly installed at both ends of the inner cavity of the manned aircraft body;

[0029] The third rotating shaft is rotatably connected to the first bearing plate via a bearing;

[0030] A half gear, wherein the half gear is fixedly mounted on the third rotating shaft and two sets of half gears are meshed together;

[0031] The second support plate is fixedly installed in the internal cavity of the manned aircraft body above the first support plate;

[0032] A fourth rotating shaft is rotatably connected to the second bearing plate through a bearing;

[0033] A first gear is fixedly installed on the fourth rotating shaft;

[0034] A second gear is fixedly installed on the third rotating shaft, and the first gear and the second gear are in meshing connection;

[0035] A third servo motor is fixedly installed on the top of the second bearing plate, and an output shaft of the third servo motor is fixedly connected with the fourth rotating shaft.

[0036] As a preferred scheme of the rotor-wing type vertical take-off and landing manned aircraft, the application further comprises:

[0037] A control system for controlling the manned aircraft;

[0038] The control system comprises:

[0039] A multi-dimensional perception fusion module is configured to dynamically distribute sensor weights according to flight modes through a combination of multiple types of sensors;

[0040] An AI multi-modal decision module is configured to generate a "vertical-horizontal-gliding" three-mode coordinated control instruction through a dynamic weight distribution algorithm according to the data input by the multi-dimensional perception fusion module, and simultaneously has a failure triggering mechanism (such as power failure and low battery), and automatically activates a gliding safety redundancy mode and plans an emergency path;

[0041] A seamless execution control module is configured to perform dimensional precise control on the rotor assembly, the propulsion assembly and the gliding assembly according to the decision instruction;

[0042] A man-machine interaction and ground coordination module is configured to provide limited manual control, balance control fun and safety, realize rapid takeover and data interaction between the ground and the air through a double channel, synchronize execution results and flight states, and assist manual and ground center optimization instructions.

[0043] As a preferred scheme of the rotor-wing type vertical take-off and landing manned aircraft, the multi-dimensional perception fusion module comprises:

[0044] A sensor group module is configured to integrate a laser radar (detecting a distance of 0.1-500m with an accuracy of ±0.1m), a binocular vision camera (identifying obstacle categories: buildings, trees and aerial foreign objects), a millimeter wave radar (penetrating fog / rain weather and detecting dynamic targets such as birds and kites), a barometric altimeter (real-time obtaining altitude) and a battery / power state sensor (monitoring rotor speed, propeller power and remaining battery capacity).

[0045] A scene perception logic module is configured to dynamically adjust sensor weights according to flight modes (vertical lift / horizontal flight / gliding); in the vertical lift stage (0-50 m from the ground), the weight ratio of the laser radar + millimeter wave radar is 70% (preferentially identifying low-altitude obstacles); in the horizontal flight stage (50-200 m in height), the weight ratio of binocular vision + millimeter wave radar is 60% (preferentially identifying dynamic targets); and in the gliding stage (power failure / low power), the weight ratio of the laser radar + barometric altimeter is 80% (preferentially calculating gliding trajectories and landing points).

[0046] As a preferred scheme of the rotor glider wing type vertical lift manned aircraft, the AI multi-modal decision module comprises:

[0047] A core algorithm module is configured to calculate the control weights of vertical lift, horizontal propulsion and glider wings in real time according to a dynamic weight distribution model, and the formula is as follows:

[0048] W = a · Wv + b · Wh + g · Wg

[0049] Wherein: W is the total control weight, a, b and g are dynamic coefficients a + b + g = 1, the vertical control weight Wv is determined by the battery power and the height from the ground, the horizontal control weight Wh is determined by the flight speed and the target heading, and the gliding control weight Wg is determined by the power state and the wind speed;

[0050] A fault redundancy decision module is configured to automatically activate the gliding coordination mode when any of the following conditions is met:

[0051] a. The remaining battery power is less than or equal to 12% (the preset threshold can be adjusted);

[0052] b. The power of a single propeller decreases by more than 30%;

[0053] c. The laser radar identifies that there is an obstacle that cannot be bypassed within 500 m in front;

[0054] After activation, the AI synchronously performs: reducing the rotor assembly speed to the attitude assistance mode (the speed is maintained at 150-200 r / min to assist in adjusting the gliding angle), and displaying the gliding trajectory prediction graph (three optimal landing paths are calculated in combination with the ground flat area data) through the man-machine interaction screen.

[0055] As a preferred scheme of the rotor glider wing type vertical lift manned aircraft, the seamless execution control module comprises:

[0056] Vertical lift control module, used to control the speed difference of the front / rear rotor assembly through pulse width modulation signals (such as the front rotor speed is 5% higher than the rear rotor, the body is tilted forward, and the horizontal acceleration is assisted) ;

[0057] Horizontal propulsion control module, used to control the propulsion assembly using "differential control" to adjust the speed difference between the left and right propulsion assemblies (maximum differential 20%) to link the left and right rudders to correct the heading;

[0058] Glider execution module, used to control the glider angle through the controller, with a response delay of ≤0.5 seconds, to ensure that the glider attitude matches the AI decision quickly.

[0059] As a preferred embodiment of the rotor glider vertical lift type manned aircraft described in the present application, wherein:

[0060] Restrictive free control module, used in the artificial control phase, AI sets a safe flight range (radius 1-5km configurable) through "electronic fence", when the flight trajectory exceeds the range, the man-machine interaction screen gives an audible and visual reminder, if it is not corrected within 10 seconds, the AI automatically intervenes and adjusts to "automatic return mode"; at the same time, when the artificial handle is operated, the AI filters "dangerous instructions" in real time (such as manually adjusting the propulsion speed to ≥120% rated power, the handle feedback damping force limits the operation range) ;

[0061] Ground and air two-way takeover module, used to make the air wireless speaker use dual-channel transmission (main channel 433MHz, backup channel 2.4GHz) to make the ground flight control center initiate a takeover request through the unique number of the aircraft, with a response delay of ≤1.5 seconds; after takeover, the ground center can adjust the flight parameters in real time and can authorize the air crew to regain control (double confirmation required: handle button + voice command "takeover confirmation").

[0062] Compared with the prior art:

[0063] By setting the rotor assembly, propulsion assembly and glider assembly, the rotor assembly, propulsion assembly and glider assembly of the manned aircraft can ensure the flight safety of the aircraft during flight, and then when the rotor assembly or propulsion assembly or glider assembly is damaged, the other components can ensure the safe landing of the aircraft, improving the safety; in addition, by setting the glider assembly, the flight range and loiter time of the manned aircraft body can be improved, and the endurance of the manned aircraft body can be improved. BRIEF DESCRIPTION OF DRAWINGS

[0064] Figure 1 The structure of the present application is shown in the schematic view Figure One ;

[0065] Figure 2 It is a schematic view of the structure of the application from the top view;

[0066] Figure 3 It is a schematic view of the structure of the application from the front view;

[0067] Figure 4 It is a schematic view of the propulsion assembly of the application from the top view;

[0068] Figure 5 It is a schematic view of the overall framework of the control system of the application;

[0069] Figure 6 It is a schematic view of the structure of the application from the top view Figure Two .

[0070] In the figure: manned aircraft body 10, first support rod 20, first support block 21, first rotating shaft 22, first propeller 23, first servo motor 24, second support rod 30, second support block 31, second rotating shaft 32, second propeller 33, second servo motor 34, glider wing 40, first bearing plate 50, third rotating shaft 51, half gear 52, second bearing plate 53, fourth rotating shaft 54, first gear 55, second gear 56, third servo motor 57. DETAILED DESCRIPTION

[0071] In order to make the purpose, technical scheme and advantages of the application more clear, the embodiments of the application will be further described in detail below with reference to the drawings.

[0072] The application provides a rotor and glider wing type vertical take-off and landing manned aircraft, please refer to Figures 1-6 , comprising a manned aircraft body 10; wherein the manned aircraft body 10 includes but is not limited to fuselage, the fuselage includes but is not limited to passenger cabin, battery compartment.

[0073] Also includes: for making manned aircraft body 10 vertical flight of rotor assembly, and manned aircraft body 10 is provided with rotor assembly at the front and rear ends.

[0074] The rotor assembly comprises: a first support rod 20, a first support block 21, a first rotating shaft 22, a first propeller 23, a first servo motor 24;

[0075] The first support rod 20 is fixedly installed at the front and rear ends of the manned aircraft body 10, the first support block 21 is fixedly installed on one end of the first support rod 20, the first rotating shaft 22 is rotatably connected to the first support block 21 through a bearing, a plurality of first propellers 23 are fixedly installed on the side surface of the first rotating shaft 22, the first servo motor 24 is fixedly installed on the bottom of the first support block 21, and the output shaft of the first servo motor 24 is fixedly connected with the first rotating shaft 22.

[0076] The principle of the rotor assembly is that when vertical flight is needed, the first rotating shaft 22 drives the propeller 23 to rotate through the first servo motor 24, so that the manned aerial vehicle body 10 can fly vertically.

[0077] Further comprising a propulsion assembly for making the manned aerial vehicle body 10 fly horizontally, and the two sides of the manned aerial vehicle body 10 are provided with the propulsion assembly.

[0078] The propulsion assembly comprises a second support rod 30, a second support block 31, a second rotating shaft 32, a second propeller 33, and a second servo motor 34.

[0079] The two sides of the manned aerial vehicle body 10 are fixedly installed with the second support rod 30, the second support block 31 is fixedly installed on one end of the second support rod 30, the second rotating shaft 32 is rotatably connected to the second support block 31 through a bearing, the side surface of the second rotating shaft 32 is fixedly installed with a plurality of second propellers 33, the second servo motor 34 is fixedly installed on one side of the second support block 31, and the output shaft of the second servo motor 34 is fixedly connected to the second rotating shaft 32.

[0080] The principle of the propulsion assembly is that when horizontal flight is needed, the second rotating shaft 32 drives the second propeller 33 to rotate through the second servo motor 34, so that the manned aerial vehicle body 10 can fly horizontally.

[0081] Further comprising a gliding assembly for enabling the manned aerial vehicle body 10 to glide after the rotor assembly and the propulsion assembly stop working, and the two sides of the manned aerial vehicle body 10 are provided with the gliding assembly.

[0082] The gliding assembly comprises a gliding wing 40 and a driving assembly for adjusting the angle of the gliding wing 40.

[0083] The manned aircraft body 10 is provided with a gliding wing 40 on both sides, and a driving assembly is arranged on the manned aircraft body 10; the shape of the gliding wing 40 includes but is not limited to geometric shapes (such as a delta wing shape, a polygon wing shape, etc.), biomimetic shapes (such as a dragonfly shape, a butterfly shape, a flying bird shape, an insect shape, etc.), and aircraft shapes (such as a common aircraft shape, an antique aircraft shape, a stealth fighter shape, etc.). The wing surface part pattern of the gliding wing can be blank (reserved for advertising later), various color patterns corresponding to the appearance, or a 3D stereoscopic pattern, which can be on both the front and back surfaces. In addition, the gliding wing 40 is arranged to provide the manned aircraft body 10 with a lifting force in the high altitude, so that the manned aircraft body 10 can still safely glide forward and glide down in the case of no power, and under the support of the lifting force, the manned aircraft body 10 only needs a small thrust of the rotor assembly and the propulsion assembly to fly forward, thereby improving the flight distance and the stay time of the manned aircraft body 10, and in the case of failure of the rotor assembly and the propulsion assembly, the manned aircraft body 10 can still safely fly in the high altitude and safely land from the high altitude.

[0084] The driving assembly comprises a first bearing plate 50, a third rotating shaft 51, a half gear 52, a second bearing plate 53, a fourth rotating shaft 54, a first gear 55, a second gear 56, and a third servo motor 57.

[0085] The first bearing plate 50 is fixedly installed at both ends of the inner cavity of the manned aircraft body 10, the third rotating shaft 51 is rotatably connected to the first bearing plate 50 through a bearing, the half gear 52 is fixedly installed on the third rotating shaft 51, and two groups of half gears 52 are in meshing connection, the second bearing plate 53 is fixedly installed in the inner cavity of the manned aircraft body 10 above the first bearing plate 50, the fourth rotating shaft 54 is rotatably connected to the second bearing plate 53 through a bearing, the first gear 55 is fixedly installed on the fourth rotating shaft 54, the second gear 56 is fixedly installed on the third rotating shaft 51, and the first gear 55 and the second gear 56 are in meshing connection, and the third servo motor 57 is fixedly installed on the top of the second bearing plate 53, and the output shaft of the third servo motor 57 is fixedly connected to the fourth rotating shaft 54.

[0086] The principle of the gliding assembly is that when gliding is needed, the third rotating shaft 51 is rotated through the cooperation of the third servo motor 57, the fourth rotating shaft 54, the first gear 55, and the second gear 56, and the gliding wing 40 is unfolded through the cooperation of the two groups of half gears 52, so as to realize gliding.

[0087] The front and rear propulsion electric rotors of the manned aircraft are tiltable. For example, the front propulsion electric rotors can be tilted up and down, and the rear propulsion electric rotors can be tilted left and right. Tilting the front rotors up and down can make the aircraft fly upward or downward. Tilting the rear rotors left and right can control the aircraft to fly in a left or right turn.

[0088] The control system is further configured to control the manned aircraft.

[0089] The control system comprises:

[0090] The multi-dimensional perception fusion module is configured to dynamically allocate sensor weights according to flight modes through a combination of multiple types of sensors.

[0091] The AI multi-modal decision module is configured to generate "vertical-horizontal-gliding" three-mode coordinated control instructions through a dynamic weight distribution algorithm based on the data input by the multi-dimensional perception fusion module, and simultaneously has a fault triggering mechanism (such as power failure or low battery), which automatically activates a gliding safety redundancy mode and plans an emergency path.

[0092] The seamless execution control module is configured to perform dimensional precise control on the rotor assembly, propulsion assembly, and gliding assembly according to the decision instructions.

[0093] The human-computer interaction and ground coordination module is configured to provide limited manual control to balance the fun of control and safety, to realize rapid takeover and data interaction between the ground and the air through a double channel, to synchronize the execution results and the flight state, and to assist manual and ground center optimization instructions.

[0094] The multi-dimensional perception fusion module comprises:

[0095] The sensor group module is configured to integrate a laser radar (detecting a distance of 0.1-500m with an accuracy of ±0.1m), a binocular vision camera (identifying the types of obstacles: buildings, trees, and aerial foreign objects), a millimeter wave radar (penetrating fog / rain weather and detecting dynamic targets such as birds and kites), a barometric altimeter (real-time obtaining of altitude), and a battery / power state sensor (monitoring rotor speed, propeller power, and battery remaining capacity).

[0096] The scenario-based perception logic module is configured to dynamically adjust the sensor weights according to the flight modes (vertical take-off and landing / horizontal flight / gliding). In the vertical take-off and landing stage (0-50m from the ground), the laser radar and the millimeter wave radar have a weight ratio of 70% (preferentially identifying low-altitude obstacles). In the horizontal flight stage (50-200m in height), the binocular vision and the millimeter wave radar have a weight ratio of 60% (preferentially identifying dynamic targets). In the gliding stage (power failure / low battery), the laser radar and the barometric altimeter have a weight ratio of 80% (preferentially calculating the gliding trajectory and the landing point).

[0097] The AI multi-modal decision module comprises:

[0098] A core algorithm module for calculating the control weights of vertical lift, horizontal propulsion and gliding wings in real time according to a dynamic weight distribution model, and the formula is as follows:

[0099] W = a * Wv + b * Wh + g * Wg

[0100] Wherein: W is the total control weight, a, b, g are dynamic coefficients a + b + g = 1, the vertical control weight Wv is determined by the battery capacity and the height from the ground, the horizontal control weight Wh is determined by the flight speed and the target heading, and the gliding control weight Wg is determined by the power state and the wind speed;

[0101] A fault redundancy decision module for automatically activating the gliding coordination mode when any of the following conditions is met:

[0102] a. The remaining battery capacity is less than or equal to 12% (the preset threshold can be adjusted);

[0103] b. The power of a single propeller is reduced by more than 30%;

[0104] c. The laser radar identifies that there is an obstacle within 500m in front that cannot be bypassed;

[0105] After activation, the AI synchronously performs: reducing the rotor assembly speed to the attitude assistance mode (the speed is maintained at 150-200r / min, assisting in adjusting the gliding angle), displaying the gliding trajectory prediction graph through the human-machine interaction screen (calculating three optimal landing paths in combination with the ground flat area data).

[0106] The seamless execution control module comprises:

[0107] A vertical lift control module for controlling the speed difference of the front and rear rotor assemblies through a pulse width modulation signal (such as when the front rotor speed is 5% higher than the rear rotor, the fuselage is tilted forward, assisting in horizontal acceleration);

[0108] A horizontal propulsion control module for controlling the propulsion assembly using differential control to adjust the speed difference between the left and right propulsion assemblies (the maximum differential is 20%) to link the left and right rudders to realize heading correction;

[0109] A gliding wing execution module for controlling the gliding wing angle through a controller, with a response delay of less than or equal to 0.5 seconds, to ensure that the gliding attitude is quickly matched after AI decision.

[0110] The human-machine interaction and ground coordination module comprises:

[0111] Limiting free control module, for in manual control stage, AI sets safe flight range (radius 1-5km configurable) through "electronic fence", when flight trajectory exceeds the range, man-machine interaction screen gives sound and light reminder, if not corrected within 10 seconds, AI automatically intervenes and adjusts to "automatic return mode"; at the same time, when the manual handle is operated, AI filters "dangerous instructions" in real time (such as manual adjustment of propeller speed to ≥120% rated power, handle feedback damping force, limit operation range);

[0112] Ground and air two-way takeover module, for making the air wireless speaker adopt double channel transmission (main channel 433MHz, standby channel 2.4GHz), so that the ground flight control center initiates a takeover request through the unique number of the aircraft, and the takeover response delay is ≤1.5 seconds; after takeover, the ground center can adjust the flight parameters in real time, and can authorize the air crew to regain control (double confirmation: handle key + voice instruction "confirm takeover").

[0113] Among them, the four modules constitute a closed-loop control system of "perception-decision-execution-collaborative feedback", and each module is deeply coupled through data interaction and instruction transmission to form a dynamically adaptive multi-modal control system, and the specific association logic is as follows:

[0114] Data flow basis: perception module provides accurate input for decision

[0115] Multi-dimensional perception fusion module is the "data source" of the whole system, which collects obstacle information, power state (rotor speed / battery capacity), flight attitude (height / speed) and other data through scene-based sensor combination (laser radar, binocular vision, etc.), and transmits them to the AI multi-modal decision module in real time, providing core parameters for decision algorithm (dynamic weight distribution model) — for example, in the horizontal flight stage, the "80m height kite" data identified by binocular vision directly triggers the decision module to calculate "whether to adjust the glider angle to fly around", if the perception data is missing, the decision will lose the basis for judgment.

[0116] Instruction generation core: decision module drives execution and collaborative module action

[0117] AI multi-modal decision module is the "control center", which generates two types of instructions based on perception data: one is to output "component control instructions" (such as rotor assembly speed difference setting) to seamless execution control module, to ensure that the flight attitude matches the current mode; the second is to output "interaction instructions" (such as gliding trajectory prediction graph display, ground takeover request trigger) to man-machine interaction and ground collaborative module, to realize information synchronization between man and machine and ground.

[0118] Action landing guarantee: execution module feedback execution state

[0119] The seamless execution control module is an "action terminal" that converts decision instructions into physical actions of the rotor assembly, propulsion assembly, and gliding assembly.

[0120] Cooperative feedback optimization: human-machine and ground module supplement decision dimensions

[0121] The human-machine interaction and ground coordination module is an "external coordination and feedback channel": on the one hand, the manual handle operation instructions and the ground flight control center takeover request need to be filtered by the module and then transmitted to the decision module (for example, when the manual flight is out of range, the module triggers an "electronic fence reminder" and synchronously transmits it to the decision module, and the decision intervenes to adjust the return); on the other hand, the module converts the action results of the execution module (such as landing trajectory deviation) into visual information (screen display) or ground signals to assist the human and ground center to optimize subsequent instructions and further improve the decision logic - for example, after the ground takes over, the module returns the "execution effect of trajectory adjustment instructions" to the ground for the center to correct the next round of control parameters.

[0122] In addition, the beneficial effects brought by the control system are as follows:

[0123] Safety improvement: through the "gliding coordination mode" to replace the single parachute, the landing accuracy is improved to ±50m (the existing technology is only ±200m) when the power fails, and the safety accident rate is reduced by more than 80%;

[0124] Control fluency optimization: no delay in manual and automatic control switching (switching response ≤0.3 seconds), and "restrictive freedom" design when manually controlling, which retains the pleasure of sightseeing and avoids operation errors;

[0125] Enhanced scene adaptability: multi-modal perception and decision adaptation to vertical / horizontal / gliding full scene, which can cope with different needs such as low-altitude sightseeing (low speed, many obstacles) in scenic areas and urban short-distance commuting (medium speed, few obstacles);

[0126] Ground coordination efficiency improvement: dual-channel takeover and parameter synchronization, response delay reduced by 60% compared with existing technology, ensuring fast intervention in abnormal scenarios.

[0127] Although the present application has been described with reference to the embodiments above, various improvements can be made thereto and components thereof can be substituted with equivalents without departing from the scope of the present application. In particular, features in the embodiments disclosed by the present application can be combined with each other in any manner as long as there is no structural conflict, and the combinations are not exhaustively described in the specification only for the purpose of saving space and resources. Therefore, the present application is not limited to the specific embodiments disclosed herein, but includes all technical solutions falling within the scope of the claims.

Claims

1. A rotor-glide glider type vertical takeoff and landing manned aircraft, comprising a manned aircraft body (10), characterized in that, Also includes: Rotor assembly for enabling the manned aircraft body (10) to fly vertically, and the manned aircraft body (10) is provided with rotor assembly at both the front and rear ends. A propulsion assembly for enabling the manned aircraft body (10) to fly horizontally, and propulsion assemblies are provided on both sides of the manned aircraft body (10). A gliding assembly is provided for enabling the manned aircraft body (10) to glide after the rotor assembly and propulsion assembly have stopped working, and gliding assemblies are provided on both sides of the manned aircraft body (10).

2. The rotor-glide glider type vertical takeoff and landing manned aircraft according to claim 1, characterized in that, The rotor assembly includes: The first support rod (20) is fixedly installed at both the front and rear ends of the manned aircraft body (10); The first support block (21) is fixedly installed on one end of the first support rod (20); The first rotating shaft (22) is rotatably connected to the first support block (21) via a bearing; First propeller (23), several first propellers (23) are fixedly mounted on the side of the first rotating shaft (22); The first servo motor (24) is fixedly installed on the bottom of the first support block (21), and the output shaft of the first servo motor (24) is fixedly connected to the first rotating shaft (22).

3. The rotor-glide glider type vertical takeoff and landing manned aircraft according to claim 1, characterized in that, The propulsion component includes: The second support rod (30) is fixedly installed on both sides of the manned aircraft body (10); The second support block (31) is fixedly installed on one end of the second support rod (30); The second rotating shaft (32) is rotatably connected to the second support block (31) via a bearing; The second propeller (33) is fixedly mounted on the side of the second shaft (32); The second servo motor (34) is fixedly installed on one side of the second support block (31), and the output shaft of the second servo motor (34) is fixedly connected to the second rotating shaft (32).

4. The rotor-glide glider type vertical takeoff and landing manned aircraft according to claim 1, characterized in that, The gliding component includes: Glider (40), both sides of the manned aircraft body (10) are provided with gliders (40); A drive assembly for adjusting the angle of the glider (40), and the drive assembly is located on the manned aircraft body (10).

5. The rotor-glide glider type vertical takeoff and landing manned aircraft according to claim 4, characterized in that, The driving component includes: The first support plate (50) is fixedly installed at both ends of the inner cavity of the manned aircraft body (10); The third rotating shaft (51) is rotatably connected to the first bearing plate (50) via a bearing; Half gear (52), the half gear (52) is fixedly mounted on the third rotating shaft (51), and the two sets of half gears (52) are meshed and connected; The second support plate (53) is fixedly installed in the inner cavity of the manned aircraft body (10) above the first support plate (50); The fourth rotating shaft (54) is rotatably connected to the second bearing plate (53) via a bearing; The first gear (55) is fixedly mounted on the fourth rotating shaft (54); The second gear (56) is fixedly mounted on the third rotating shaft (51), and the first gear (55) and the second gear (56) are meshed together. The third servo motor (57) is fixedly mounted on the top of the second support plate (53), and the output shaft of the third servo motor (57) is fixedly connected to the fourth rotating shaft (54).

6. The rotor-glide glider type vertical takeoff and landing manned aircraft according to claim 1, characterized in that, Also includes: Control systems used to control manned aircraft; The control system includes: The multi-dimensional perception fusion module is used to dynamically allocate sensor weights according to flight modes by combining multiple types of sensors. The AI ​​multimodal decision-making module is used to generate "vertical-horizontal-gliding" three-modal collaborative control commands based on the data input from the multi-dimensional perception fusion module through a dynamic weight allocation algorithm. It also has a fault triggering mechanism to automatically activate the gliding safety redundancy mode and plan an emergency path. The seamless execution control module is used to perform precise multi-dimensional control of the rotor assembly, propulsion assembly, and gliding assembly according to decision commands. The human-machine interaction and ground collaboration module is used to provide restricted manual control, balancing the enjoyment of operation with safety; it enables rapid ground-to-air takeover and data interaction through dual channels, synchronizing execution results and flight status, and assisting manual and ground control in optimizing commands.

7. The rotor-glide glider-type vertical takeoff and landing manned aircraft according to claim 6, characterized in that, The multi-dimensional perception fusion module includes: Sensor module for integrating LiDAR, binocular vision camera, millimeter-wave radar, barometric altimeter and battery / power status sensor; The contextual perception logic module is used to dynamically adjust sensor weights based on flight modes.

8. The rotor-glide glider type vertical takeoff and landing manned aircraft according to claim 6, characterized in that, The AI ​​multimodal decision-making module includes: The core algorithm module is used to calculate the control weights for vertical takeoff and landing, horizontal propulsion, and the glider in real time based on the "dynamic weight allocation model," and the formula is as follows: W = α·Wv + β·Wh + γ·Wg Where: W is the total control weight, α, β, γ are dynamic coefficients α+β+γ=1, the vertical control weight Wv is determined by the battery charge and the altitude above the ground, the horizontal control weight Wh is determined by the flight speed and the target heading, and the gliding control weight Wg is determined by the power status and the weather wind speed; The fault redundancy decision module is used to automatically activate the "gliding cooperative mode" when any of the following conditions are met: a. Remaining battery charge ≤ 12%; b. Power reduction of a single thruster ≥30%; c. The lidar can identify obstacles that cannot be bypassed within 500m ahead; Once activated, the AI ​​simultaneously performs the following actions: reducing the rotor assembly speed to "attitude assist mode" and displaying a "gliding trajectory prediction map" on the human-computer interaction screen.

9. The rotor-glide glider type vertical takeoff and landing manned aircraft according to claim 6, characterized in that, The seamless execution control module includes: The vertical lift control module is used to control the speed difference between the front and rear rotor assemblies via pulse width modulation signals; The horizontal propulsion control module is used to control the propulsion components using "differential control" to correct the course by adjusting the speed difference between the left and right propulsion components and coordinating with the left and right rudders. The glider execution module is used to control the glider angle through the controller, ensuring that the AI ​​makes a decision and quickly matches the gliding attitude.

10. The rotor-glide glider type vertical takeoff and landing manned aircraft according to claim 6, characterized in that, The human-computer interaction and ground collaboration module includes: The restricted freedom control module is used to set a safe flight range for AI through "electronic fence" during the manual control phase. When the flight trajectory exceeds the range, the human-computer interaction screen will issue an audio and visual reminder. If it is not corrected within 10 seconds, the AI ​​will automatically intervene and adjust to "automatic return mode". At the same time, when the manual handle is operated, the AI ​​will filter "dangerous commands" in real time. The ground-to-air two-way takeover module enables the airborne radio to use dual-channel transmission, allowing the ground flight control center to initiate a takeover request using the aircraft's unique serial number. After takeover, the ground center can adjust flight parameters in real time and authorize the flight crew to regain control.

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