Novel tilting dual-rotor unmanned aerial vehicle

Abstract

The invention discloses a novel tilting dual-rotor unmanned aerial vehicle, which belongs to the technical field of unmanned aerial vehicles, and comprises a wing body fusion fuselage and two outer wing sections, the two tilting rotor assemblies are used for providing power, controlling rolling, pitching and yawing in a vertical flight mode and controlling yawing in a horizontal flight mode, the two pitching and rolling rudder assemblies are used for controlling pitching and rolling in a horizontal flight state, and the two tilting rotor assemblies are symmetrically arranged in front of the wing body fusion fuselage; the pitching rolling rudder assembly is arranged in the middle of the outer wing section; the outer wing section is of a structure capable of being folded in the tail direction, so that the center of gravity is moved backwards to the position behind a stop point of the tail after the outer wing section is folded, and the unmanned aerial vehicle stably stops on a rod-shaped object with the diameter being 13 cm or less under the unpowered condition. On one hand, the problems that a tailstock type unmanned aerial vehicle is difficult to take off and land and a traditional unmanned aerial vehicle needs an undercarriage to take off and land are solved, and the problems that an existing unmanned aerial vehicle needs to be additionally provided with a parking actuator and needs to be parked with power are solved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vertical take-off and landing unmanned aerial vehicle, and particularly relates to a novel tilting dual-rotor unmanned aerial vehicle. BACKGROUND

[0002] Unmanned aerial vehicle has a wide application in military and civilian fields. In the military field, it can be applied to reconnaissance, patrol, transportation, and killing, etc. In the civilian field, it also has applications such as power grid patrol, short-distance transportation, and photography, etc. However, due to its size and weight, the flight distance, flight time, and load capacity of the light unmanned aerial vehicle are limited.

[0003] The common quadrotor unmanned aerial vehicle has a wide application in the civilian field due to its simple control and convenient use. However, since it completely relies on the propeller pull force to resist gravity, the available flight time is short, and it cannot realize long-distance flight. The fixed-wing unmanned aerial vehicle is a high-efficiency artificial form, which realizes long endurance and stable flight by imitating the flight of birds. Benefiting from aerodynamic analysis and advanced controller design, they usually have high flight performance: fast speed, long range, strong load capacity, and good stability. They have significant advantages over rotors in performing long-distance tasks such as delivery, mapping, and search and rescue. However, the fixed-wing unmanned aerial vehicle often has poor take-off and landing characteristics, and has certain requirements for the take-off runway, which is difficult to meet the requirements in actual application.

[0004] Therefore, the vertical take-off and landing unmanned aerial vehicle (VTOL UAV, Vertical-Take-Off-and-Landing Unmanned-Aerial-Vehicle) has become a new direction of research. In the vertical flight mode, the vertical take-off and landing unmanned aerial vehicle is similar to a helicopter or a multi-rotor unmanned aerial vehicle, and must rely on the lift generated by the propeller to support hovering and vertical ascent or descent in the air; the control in the horizontal flight mode is similar to the traditional fixed-wing unmanned aerial vehicle, and mainly relies on the lift generated by the airflow through the fixed wing to support flight, and other actuators are used for attitude control. The vertical take-off and landing unmanned aerial vehicle can vertically take off and land without a runway, and can convert modes in the air to fly at a speed comparable to fixed-wing unmanned aerial vehicles. This makes the vertical take-off and landing unmanned aerial vehicle not only can take off and land in a space-limited environment, but also can realize long-distance flight. This kind of unmanned aerial vehicle can respond quickly and is suitable for urban air traffic, long-distance transportation, and other special tasks.

[0005] Despite the numerous advantages of vertical takeoff and landing (VTOL) drones, the design and implementation of their control systems face many challenges. Compared to traditional fixed-wing and rotary-wing drones, VTOL drones are more complex in terms of flight mode transitions, attitude control, and dynamics modeling. Particularly during the transition between vertical takeoff / landing and level flight, the drone needs to complete the transition from vertical to horizontal flight in a short time, placing higher demands on the stability and response speed of the control system. Furthermore, while possessing bird-like flight efficiency, they cannot take off and land directly at any time and in any location like birds, nor can they perch freely on structures such as tree branches or utility poles, thus significantly limiting their ability to perform reconnaissance and monitoring missions.

[0006] For the problem of vertical takeoff and landing (VTOL) of fixed-wing aircraft, existing solutions involve hybrid power and convertible modes. These aircraft can take off and land vertically in rotor mode and also switch to fixed-wing mode for level flight. Current VTOL aircraft designs can be divided into three categories: compound, tilt-wing, and tail-seat. Among them, tail-seat aircraft have significant advantages such as high flight efficiency, compact structural layout, and low weight and cost.

[0007] However, tail-seat aircraft need to take off and land in an upright position. Due to their large frontal wing area, they are severely lacking in stability in windy atmospheric environments. If they accidentally tip over, manual intervention is required to restore them to their original starting position. Therefore, these aircraft usually require landing gear to assist in vertical takeoff and landing.

[0008] On the other hand, birds can stably perch on structures such as telephone poles and tree branches due to their biological adaptive properties, but fixed-wing aircraft have fewer options for aerial landing and all of them have the problem of weight redundancy.

[0009] Different docking structures require different docking methods. For planar structures, existing docking methods primarily achieve horizontal or vertical adhesion by creating a pressure difference. For example, using suction cups to draw in negative pressure (inverted hanging). Figure 1 As shown; utilizing airflow impact (aerial impact) and a gecko-like embracing wing design (tree hugging), such as... Figure 2 As shown.

[0010] In densely populated areas, horizontal and vertical ropes and wires are common, and docking on these structures requires specific mechanical devices. Existing methods for enabling drones to land on or take off from these structures can be divided into two categories: (1) Active attachment mechanism, such as Figure 3 As shown, servo drives or passive robotic grippers are primarily used. These methods typically require additional actuators or multiple links, significantly increasing the complexity and weight of the system.

[0011] (2) Passive structural adaptation, such as Figure 4 As shown, these include a cuddling wing inspired by bat wings and a lightweight, hedgehog-like spine system (spine perch) achieved using origami techniques. While these designs are lightweight, they are sensitive to the surface roughness and size of the object they rest on—for example, spine-like structures struggle to function on smooth surfaces, and origami grippers cannot stably rest on poles less than 5 centimeters in diameter.

[0012] Both of these approaches face a trade-off between docking stability and increased weight. Most solutions rely on a propulsion mechanism to maintain stability during docking, but this limits the drone's own flight time.

[0013] Therefore, a vertical take-off and landing (VTOL) drone that does not require landing gear, can take off stably directly from the hinterland, does not require additional actuators, and has good docking stability has become the goal pursued by those skilled in the art. Summary of the Invention

[0014] The primary objective of this invention is to address the problems of existing tail-mounted vertical takeoff and landing (VTOL) drones, which require an upright position for takeoff and exhibit poor stability during takeoff and landing, or require landing gear assistance to achieve vertical takeoff and landing.

[0015] The second objective of this invention is to address the problem that existing vertical take-off and landing (VTOL) drones require additional actuators such as passive robotic grippers, lightweight spinal systems, or multiple links for docking, thereby increasing the complexity and weight of the system; and to address the problem that existing VTOL drone docking is sensitive to the roughness and size of the docking surface, resulting in poor docking stability.

[0016] To achieve the above objectives, the technical solution adopted by the present invention is as follows: A novel tiltrotor unmanned aerial vehicle (UAV) comprises: a blended wing-body fuselage and outer wing sections symmetrically arranged on both sides of the blended wing-body fuselage and integrally connected with the fuselage. The UAV is characterized by further comprising two tiltrotor assemblies for providing power and controlling roll, pitch, and yaw in vertical flight mode, and controlling yaw in horizontal flight mode, and two roll rudder assemblies for controlling pitch and roll in horizontal flight mode. The two tiltrotor assemblies are symmetrically arranged in front of the two sides of the blended wing-body fuselage; the roll rudder assemblies are located at the outer wing sections. When both tiltrotor assemblies simultaneously rotate to the vertical direction, the aircraft can take off and land with a belly-landing attitude, fly in vertical flight mode, and take off and land on a pole-like object. When both tiltrotor assemblies simultaneously rotate to the horizontal direction, the aircraft can switch between horizontal flight mode and vertical / horizontal flight mode.

[0017] The novel tilt-rotor unmanned aerial vehicle, as a preferred scheme, wherein the tilt-rotor assembly comprises: a fixed rod connected with the wing-body integrated fuselage front edge and extending forward, a rudder fixed part provided at the end of the fixed rod, and a tilt-rudder provided on the rudder fixed part; the output shaft of the tilt-rudder is connected with a motor fixed part to drive the motor fixed part to rotate along the output shaft of the tilt-rudder, and a rotor is installed on the motor fixed part and connected with the motor.

[0018] The novel tilt-rotor unmanned aerial vehicle, as a preferred scheme, wherein the roll-pitch rudder assembly comprises two rudders rotatably provided at the middle positions of the rear edges of the outer wing segments, two rudder rudders are installed on the two outer wing segments, and the rudder rudders are connected with the rudders through second spherical connecting rods to drive the rudders to rotate.

[0019] The novel tilt-rotor unmanned aerial vehicle, as a preferred scheme, wherein the outer wing segment comprises two parts: an outer wing segment one and an outer wing segment two, and the outer wing segment one and the outer wing segment two are connected through an embedded square carbon rod; a groove part is provided at one side of the rear edges of the outer wing segment one and the outer wing segment two, and the rudders are embedded in the groove part and hinged with the side surfaces of the groove part.

[0020] The novel tilt-rotor unmanned aerial vehicle further adopts the following scheme as a preferred scheme to achieve the second purpose: a folding mechanism is provided at the joint between the outer wing segment and the wing-body integrated fuselage to fold the outer wing segment towards the tail direction; the recessed part of the tail of the wing-body integrated fuselage is a parking point, when the outer wing segment is not folded, the center of gravity of the unmanned aerial vehicle is located in front of the parking point, and when the outer wing segment is folded, the center of gravity of the unmanned aerial vehicle is located behind the parking point.

[0021] The novel tilt-rotor unmanned aerial vehicle, as a preferred scheme, wherein the folding mechanism comprises a column hinge rotating shaft and a folding rudder; the column hinge rotating shaft is provided between the end surfaces of the outer wing segment and the wing-body integrated fuselage, and the column hinge rotating shaft is obliquely arranged, which is inclined from the outer, rear and lower directions to the inner, front and upper directions, and the included angle between the column hinge rotating shaft and the X b -O b -Y b plane of the body coordinate system is 45°, the included angle between the column hinge rotating shaft and the Y b -O b -Z b plane of the body coordinate system is 45°, and the included angle between the column hinge rotating shaft and the Y b -O b -Z bThe included angle between the planes is 45°; the folding rudder machine is installed on the blended wing body and connected with the outer wing segment through a first spherical linkage mechanism, and is used for driving the outer wing segment to rotate and fold in the tail direction around the column hinge rotation shaft.

[0022] The novel tilt dual-rotor unmanned aerial vehicle further comprises a battery, and the battery is divided into two groups and arranged at the outer edges of the outer wing segments close to the terminal ends. b b b The included angle between the planes is 45°; the second protruding part is in the form of an inclined plane, which is arranged in an inclined manner downward from the dividing line and toward the blended wing body; the position where the first protruding part intersects with the recessed part is provided with two hinge seats one; The outer end surface of the blended wing body comprises a first abutting surface close to the leading edge and a second abutting surface close to the trailing edge, which are adapted to the inclination of the first protruding part and the second protruding part. b b b The included angle between the planes is 45°; the first abutting surface has two hinge seats two staggered with the hinge seats one; The column hinge rotation shaft is arranged in the hinge seats one and the hinge seats two, and the blended wing body and the outer wing segment are hinged together.

[0023] The novel tilt dual-rotor unmanned aerial vehicle further comprises a battery, and the battery is divided into two groups and arranged at the outer edges of the outer wing segments close to the terminal ends.

[0024] The novel tilt dual-rotor unmanned aerial vehicle further comprises a battery, and the battery is divided into two groups and arranged at the outer edges of the outer wing segments close to the terminal ends.

[0025] ​​​​The novel tilt-rotor unmanned aerial vehicle of the present application, as a preferred solution, comprises a flight controller fixed at the middle position of the wing-body integrated fuselage.

[0026] The working principle of the novel tilt-rotor unmanned aerial vehicle of the present application is as follows: firstly, the unmanned aerial vehicle of the present application is a wing-body integrated tilt-rotor unmanned aerial vehicle, which can realize take-off by landing on the abdomen through the adoption of double tilt-rotors and the cooperation of two roll rudder assemblies, at this time, the two tilt-rudders are simultaneously tilted upward to generate a vertical ground pulling force, driving the unmanned aerial vehicle to take off from the ground. After successful take-off, the unmanned aerial vehicle enters into a vertical flight mode, the left and right rotors driven by the left and right motors generate a pulling force greater than the gravity, making the unmanned aerial vehicle fly upward vertically to the ground, in the vertical flight mode, the yaw control is realized by changing the pulling force of the left and right tilt-rotor assemblies, the roll control is realized by changing the tilt angle of the left and right tilt-rotor assemblies, and the pitch control is realized by increasing or decreasing the tilt angle.

[0027] When the vertical take-off reaches a certain height, the vertical-to-horizontal flight mode switching can be performed, the motor and the rotor driven by the tilt-rudder are tilted in the same direction, so that the unmanned aerial vehicle body is converted from the vertical attitude to the horizontal flight attitude for horizontal flight movement. In the horizontal flight movement, the motor and the rotor continuously generate a pulling force greater than the air resistance, driving the unmanned aerial vehicle to move forward, at the same time, the rudders on the left and right sides driven by the rudder motor are rotated, according to the direction of the flight target and the attitude of the unmanned aerial vehicle itself, the pitch and roll movements are realized, the yaw control is realized by changing the pulling force of the left and right tilt-rotor assemblies.

[0028] When reaching the target around which the unmanned aerial vehicle needs to stop, the unmanned aerial vehicle is slowed down, the rudder drives the motor and the rotor to tilt in the same direction, so that the unmanned aerial vehicle body is converted from the level flight attitude to the vertical flight attitude. The motor and the rotor control the unmanned aerial vehicle to descend to the upper side of the rod to be stopped, then the folding rudder drives the first spherical linkage mechanism to drive the outer wing segment to tilt backward around the column hinge shaft, so that the outer wing segment is tilted backward to be perpendicular to the plane where the fuselage is located and faces the tail direction, thereby realizing that the gravity center of the unmanned aerial vehicle body is lowered to the lower side of the stopping rod. In particular, the battery is arranged at the end of the outer wing segment, and after being folded, the gravity center is further moved backward (backward movement refers to movement in the direction of the tail) due to the action of the battery, so that the gravity center is located behind the support point or the stopping point. At this time, the motor is turned off, and the unmanned aerial vehicle can be stopped on the rod without power. Since the gravity center is located below the support point, within a certain range, the restoring moment generated by gravity balances the unstable moment generated by the disturbance moment, thereby ensuring the stable stopping of the unmanned aerial vehicle. The stopping stability is evaluated according to the maximum wind speed before the unmanned aerial vehicle becomes unstable, wherein a higher maximum wind speed means stronger capability. When the wind speed exceeds a certain limit, the restoring moment cannot offset the disturbance moment generated by the crosswind, resulting in rolling imbalance. The present application further arranges the battery at the end of the outer wing segment after designing the outer wing segment as a folding wing, so that the unmanned aerial vehicle can be stopped on the horizontal rod or rope obstacle with a diameter of up to 13 cm without power, and the unmanned aerial vehicle shows good stability when being stopped without power, and the maximum wind speed that can be resisted is 6 m / s.

[0029] When the stopping is completed, the motor drives the rotor to generate a pulling force greater than the gravity of the unmanned aerial vehicle, thereby driving the unmanned aerial vehicle to ascend. When ascending to a certain distance, the folding rudder drives the outer wing segment to tilt forward around the column hinge shaft through the first spherical linkage, thereby restoring the unmanned aerial vehicle to the vertical flight mode, and then the vertical flight mode is converted to the level flight mode, and the unmanned aerial vehicle leaves the stopping point and returns to the landing site. When reaching the upper side of the landing site, the level flight mode is converted to the vertical mode, the unmanned aerial vehicle is lowered to a certain distance from the ground, the rudder drives the motor and the rotor to tilt, so that the unmanned aerial vehicle lands first, then the rudder drives the motor and the rotor to tilt in the same direction, so that the unmanned aerial vehicle lands completely, at this time, the motor and the rotor are tilted to a certain angle with the ground, thereby preventing the rotor from hitting the ground. Thus, the whole flight task is completed.

[0030] Therefore, the present application has the following technical advantages: 1. Direct take-off and landing on the ground The present application can realize the belly landing take-off by designing the fuselage and wing as a wing-body integrated structure, and adopting two tilting rotors cooperating with two roll rudder assemblies. At this time, the two tilting rudders are tilted upward at the same time to generate a pulling force perpendicular to the ground, driving the unmanned aerial vehicle to take off from the ground. Conversely, it can land, thereby realizing the tail stand type take-off mode without the need for landing gear. In addition, the belly / back take-off and landing capability can make the unmanned aerial vehicle quickly enter the hovering flight mode from the horizontal parking state on the ground. This can reduce the requirements of the site and environment for the take-off and landing of the aircraft, and at the same time improve the survival ability of the aircraft in the event of accidental falling.

[0031] 2. Unpowered parking The present application adjusts the center of gravity below the parking point (imitating the principle of the equilibrium bird) through the foldable wing design, specifically by designing the wing-body integrated body as a wing-body integrated fuselage located at the central position and two outer wing segments located at both sides, and folding the two outer wing segments backward, i.e. toward the direction of the tail, through the folding mechanism. The folded outer wing segments are located behind the wing-body integrated fuselage, thereby moving the center of gravity of the body to the rear, making the center of gravity lower than the parking point. The folding realizes unpowered stable parking without additional energy consumption. It does not need a parking mechanism, does not cause weight redundancy, and does not need to consume energy, thereby improving the endurance. The present application uses the recess at the tail of the wing-body integrated fuselage as the parking point, realizes the horizontal rod / rope parking with a support diameter ≤13 cm, and has a wind resistance of 6 meters / second. At the same time, the parking stability is guaranteed by the gravity self-balancing mechanism, reducing the dependence on power and prolonging the mission time.

[0032] 3. The present application optimizes vertical take-off and landing and mode conversion; adopts double tilting rotors + wing-body integrated layout, realizes direct take-off and landing on the ground through the rotor disc plane control, and does not need landing gear. At the same time, the folding wing reduces the wing span by 60%, reduces the mode conversion resistance, and improves the aerodynamic efficiency. The existing tail stand type aircraft needs landing gear to assist vertical take-off and landing, and is easy to fall down in gusty environment; the traditional tilting rotor structure is complex and has large air resistance.

[0033] 4. Enhanced anti-interference and environmental adaptability The traditional folding design (such as vertical folding) affects the flight stability and has poor environmental adaptability.

[0034] The present application uses a diagonal hinge folding mechanism (45° hinge shaft) to realize the folding of the outer wing segment backward, avoiding the interference of the center of gravity deviation on flight. Further, the present application designs the battery to be placed at the end of the outer wing segment, further lowering the center of gravity and enhancing the wind resistance. The unmanned aerial vehicle can adapt to narrow environments such as urban buildings, forests, and indoor environments, and has a small space occupation after folding.

[0035] 5. The present application divides the wing-body into three parts by fusing the wing-body, designs the outer wing section as two parts, and realizes connection by embedding a square carbon rod, so that the detachable modular design (3D printing parts) reduces maintenance cost, supports quick replacement of the wing, and is also conducive to assembly and disassembly of the tilting rotor assembly and folding rudder mechanism, and assembly and disassembly of the rudder surface.

[0036] The above technical effects of the present application bring the following economic benefits 1. Reducing operating costs Unpowered parking reduces energy consumption, prolongs battery life, and improves single task endurance. The foldable design reduces transportation and storage space, and can reduce logistics costs to a certain extent.

[0037] 2. Expand application scenarios The unmanned aerial vehicle is suitable for scenes such as power grid inspection, mountain rescue, and urban logistics, which have strict requirements for take-off and landing sites, and opens up new markets for commercial unmanned aerial vehicles. In addition, it does not require a special take-off and landing platform, saving infrastructure investment.

[0038] The above technical effects of the present application bring the following social benefits 1. Improve emergency response capabilities In disaster monitoring, emergency material delivery and other scenarios, the ability to take off and land quickly and stably can improve the success rate of tasks. Its 6m / s wind resistance performance ensures reliable operation in non-extreme weather conditions.

[0039] The present application solves the core pain points of traditional VTOL unmanned aerial vehicles, such as dependence on powered parking and poor environmental adaptability, by combining the balance bird principle and tilting rotor technology, and realizes breakthroughs in stability, energy efficiency ratio and multi-scene applicability. It has both technical innovation and commercialization potential, and is expected to promote the development of the unmanned aerial vehicle industry towards higher efficiency, environmental protection and lower cost. BRIEF DESCRIPTION OF DRAWINGS

[0040] Figure 1 is a schematic diagram of the existing unmanned aerial vehicle using a suction cup to hang upside down and park; Figure 2 is a schematic diagram of the existing unmanned aerial vehicle imitating the embrace wing to hug the tree and park; Figure 3 is a schematic diagram of the existing unmanned aerial vehicle parking through a passive habitat claw grabbing mechanism; Figure 4 is a schematic diagram of the existing unmanned aerial vehicle imitating the hedgehog type light spine habitat parking; Figure 5 is a schematic diagram of the body coordinate system X b -Y b -Z b of the new tilting dual-rotor unmanned aerial vehicle in the present application in the flat flight mode; Figure 6 is a perspective view of the new tilt-rotor unmanned aerial vehicle of the present application; Figure 7 is a top view of the new tilt-rotor unmanned aerial vehicle of the present application; Figure 8 , 9, 10, 11 are a perspective view, a top view, a side view, a rear view of the new tilt-rotor unmanned aerial vehicle of the present application in a folded state; Figure 12 is a top view of the new tilt-rotor unmanned aerial vehicle of the present application in an unfolded state with a partial section; Figure 13 is Figure 12 a magnified view of C of Figure 14 , 15 are Figure 12 B-B, D-D sectional views of Figure 16 is Figure 12 a magnified view of A of Figure 17 is Figure 14 a magnified view of E of Figure 18 is Figure 15 a magnified view of F of Figure 19 , 20 are an exploded top view, a rear view of the outer wing segment and the end fuselage of the new tilt-rotor unmanned aerial vehicle of the present application; Figure 21 , 22 are Figure 19 A-A, B-B sectional views of Figure 23 , 24 are diagrams showing the change of the center of gravity of the outer wing segment of the new tilt-rotor unmanned aerial vehicle of the present application in a folded and unfolded state; Figure 25 , 26 are a front face blowing experiment diagram and an experiment data diagram of the new tilt-rotor unmanned aerial vehicle of the present application in a parking state; Figure 27 , 28 are a side blowing experiment diagram and an experiment data diagram of the new tilt-rotor unmanned aerial vehicle of the present application in a parking state; Figure 29 , 30 are a pitch angle and a pitch angle rate data diagram of the new tilt-rotor unmanned aerial vehicle of the present application in a rotor mode take-off switching to horizontal flight and horizontal flight switching to rotor mode landing; Figure 31 , 32, 33, 34 are the flat flight experiment diagram of the unmanned aerial vehicle, and the tracking response experimental data diagram of pitch, roll and yaw angular velocity.

[0041] Figure number explanation: wing-body fuselage 1, parking point 10, wing-body fuselage body 11, groove 111, end fuselage 12, first docking surface 121, second docking surface 122, hinge seat two 123; rudder support 124, square carbon rod 13; outer wing segment 2, division line 20, outer wing segment one 21, recess 211, first protruding part 212, second protruding part 213, intersection line 214, hinge seat one 215; outer wing segment two 22; tilt rotor assembly 3: fixed rod 31, rudder fixing piece 32, tilt rudder 33, motor fixing piece 34, motor 35, rotor 36; folding mechanism 4, column hinge pivot 41, folding rudder 42; first spherical link mechanism 43, spherical hinge 431, hinge column 432, driving rod 433, link rod 434; flight controller 5; pitch and roll rudder assembly 6; rudder surface 61, rudder surface rudder 62, second spherical link mechanism 63, battery 7; center of gravity CG, aerodynamic center AC. DETAILED DESCRIPTION

[0042] The preferred embodiments of the present application are described in detail below with reference to the accompanying drawings, but the protection scope of the present application cannot be limited by the preferred embodiments.

[0043] Reference Figure 5 , the figure shows the defined body coordinate system of the unmanned aerial vehicle, X b -Y b -Z b , is the body coordinate system of the unmanned aerial vehicle in the state of horizontal flight, wherein X b axis points horizontally to the nose, Y b points to the right wing direction, Z b perpendicular to the ground direction. O. b is the coordinate origin, T is the lift generated by the wing, T1 and T2 are the tension of the right and left rotors respectively, δ1 and δ2 are the tilt angles of the right and left rotors respectively; D is the force arm of the rudder rotation axis to Y b axis, L is the force arm of the motor rotation axis to X b axis.

[0044] Reference Figures 6-7, the figure shows a new type of tilt rotor unmanned aerial vehicle, which includes a wing-body integrated fuselage 1 and two outer wing sections 2, two outer wing sections 2 are connected to the two side ends of the wing-body integrated fuselage 1 as a whole, the characteristics of the present application are that it also includes two tilt rotor assemblies 3, which are used to provide power, control roll, pitch, yaw in vertical flight mode, and control yaw in horizontal flight mode; two roll and pitch rudder assemblies 6, which are used to control lift and roll in horizontal flight state; wherein the two tilt rotor assemblies 3 are symmetrically arranged in front of the two sides of the wing-body integrated fuselage 1, and the two roll and pitch rudder assemblies 6 are symmetrically arranged at the middle position of the two outer wing sections 2; when the two tilt rotor assemblies 3 are turned to the vertical direction at the same time, they are used for the aircraft to take off and land in the attitude of landing on the ground with the belly, vertical flight mode flight, and take off and land on the rod; when the two tilt rotor assemblies 3 are turned to the horizontal direction at the same time, they are used for horizontal flight mode flight. Through such a setting, the two tilt rotor assemblies 3 that provide power are arranged in front of the two sides of the wing-body integrated fuselage 1, and combined with the two roll and pitch rudder assemblies 6, the flat ground take-off, multi-mode conversion and high maneuverability can be realized, compared with the fuselage protruding configuration, the light flying wing structure and the streamlined wing surface reduce the air resistance. The two tilt rotor assemblies 3, i.e. two rotor vector propulsion systems, can realize rapid mode switching and keep stable in the case of external disturbance.

[0045] Referring to Figures 6-7 , the tilt rotor assembly 3 includes a fixed rod 31, a rudder fixing piece 32, a tilt rudder 33, a motor fixing piece 34, a motor 35 and a rotor 36; the fixed rod 31 is installed in front of the two sides of the wing-body integrated fuselage 1, and is forward (parallel to the X bThe shaft is arranged in extension, the rudder fixing member 32 is arranged at the free end of the fixing rod 31, used for installing the tilting rudder 33, the rotor 36, the motor 35 and the motor fixing member 34 are connected in sequence, the motor fixing member 34 is connected on the output shaft of the tilting rudder 33, rotates with the output shaft of the tilting rudder 33, and the three integrations of the rotor 36, the motor 35 and the motor fixing member 34 are controlled by the tilting rudder 33 to realize tilting. In vertical flight, the motor 35 also drives the rotor 36 to rotate, the rotation directions of the left and right rotors 36 are opposite, used for offsetting the reverse torque generated in the working process; when the pulling forces generated by the left and right rotors 36 are the same and greater than the gravity of the unmanned aerial vehicle, the unmanned aerial vehicle moves vertically upward; when the pulling forces generated by the left and right rotors 36 are the same and smaller than the gravity of the unmanned aerial vehicle, the unmanned aerial vehicle moves vertically downward; when the pulling forces generated by the left and right rotors 36 are the same and equal to the gravity of the unmanned aerial vehicle, the unmanned aerial vehicle hovers; when the pulling forces generated by the left and right rotors 36 are different, the roll torque is formed, so that the unmanned aerial vehicle rolls; when the tilting rudder 33 drives the motor 35 and the rotor 36 to tilt in the same direction, the pitch torque is generated, so that the unmanned aerial vehicle pitches; when the tilting rudder 33 drives the motor 35 and the rotor 36 to tilt in different directions, the yaw torque is generated, so that the unmanned aerial vehicle yaws.

[0046] Referring to Figure 6 、 7 , the pitch and roll rudder assembly 6 comprises a rudder surface 61, a rudder surface rudder 62 and a second spherical linkage 63, the rudder surface 61 is arranged at the middle position of the trailing edge of the outer wing section 2, the rudder surface rudder 62 is installed on the outer wing section 2, the second spherical linkage 63 is connected between the rudder surface 61 and the rudder surface rudder 62, the rudder surface rudder 62 drives the rudder surface 62 to rotate through the second spherical linkage 63, and the specific structure of the second spherical linkage 63 is described below. In level flight, when the left and right rudder surfaces 61 are both upward or downward, the pitch torque and the low head torque are generated, so that the unmanned aerial vehicle pitches; when the left and right rudder surfaces 61 are upward and downward respectively, the roll torque is generated, so that the unmanned aerial vehicle rolls. The motor 35 drives the rotor 36 to rotate, the rotation directions of the left and right rotors 36 are opposite, used for offsetting the reverse torque generated in the working process; when the pulling forces generated by the left and right rotors 36 are the same and greater than the air resistance at this time, the unmanned aerial vehicle moves forward; when the pulling forces generated by the left and right rotors 36 are different, the yaw torque is formed, so that the unmanned aerial vehicle yaws. The rudder surface arranged at the trailing edge of the wing adopts a light material, further improving the stability and agility of level flight.

[0047] Further, the present application designs the outer wing section 2 as two parts: outer wing section one 21 and outer wing section two 22, which are connected by the way of embedding the square carbon rod 13. The trailing edge side of the outer wing section one 21 and the outer wing section two 22 is provided with a groove part, the control surface 61 is embedded in the groove part, and the two ends of the control surface 61 are hinged with the side surface of the groove part, so that the control surface 61 can swing. The outer wing section 2 is designed as two parts, which is convenient for the installation of the control surface 61. The hinged shafts of the two ends of the control surface 61 are respectively arranged on the outer wing section one 21 and the outer wing section two 22. After the control surface 61 is installed, the outer wing section one 21 and the outer wing section two 22 are fixedly connected together through the square carbon rod 13.

[0048] In view of the fact that the existing unmanned aerial vehicle air stop needs additional actuators, the present application is inspired by the balanced bird toy. The folding mechanism 4 is arranged at the joint of the outer wing section 2 and the wing-body fusion fuselage 1. The folding mechanism 4 enables the outer wing section 2 to fold backward, i.e. toward the tail direction, relative to the wing-body fusion fuselage 1. The recess at the tail of the wing-body fusion fuselage 1 is the parking point 10. When the outer wing section 2 is not folded, referring to Figure 24 , the center of gravity CG of the unmanned aerial vehicle is located in front of the parking point 10 and in front of the aerodynamic center AC. When the outer wing section 2 is folded, referring to Figure 23 , the center of gravity CG of the unmanned aerial vehicle is located in the rear of the parking point 10.

[0049] The folding mechanism 4 will be described in detail below, referring to Figures 6-22 , the folding mechanism 4 includes a column hinge rotating shaft 41 and a folding rudder 42. The column hinge rotating shaft 41 is arranged between the end faces of the outer wing section 2 and the wing-body fusion fuselage 1. In this embodiment, in order to facilitate assembly and maintenance, the wing-body fusion fuselage 1 is also designed as a split structure, including the wing-body fusion fuselage body 11 located at the central position and the end fuselage 12 located at the two end positions. Therefore, the column hinge rotating shaft 41 is arranged between the outer wing section one 21 of the outer wing section 2 and the end fuselage 12, as shown in Figure 12 、 14 -18, the column hinge rotating shaft 41 is arranged obliquely, which is inclined from the outer, rear and lower direction to the inner, front and upper direction. It should be noted that "outer" refers to the direction of the two sides of the wing, "inner" refers to the direction towards the center of the machine body, "rear" refers to the direction towards the tail, "front" refers to the direction towards the nose, "lower" refers to the direction towards the belly of the machine body, and "upper" refers to the direction towards the back of the machine body. The angle between the column hinge rotating shaft 41 and the X b -O b -Y b plane of the machine body coordinate system is 45°, and the angle between the column hinge rotating shaft 41 and the Y b -O b -Z b plane of the machine body coordinate system is 45°, and the angle between the column hinge rotating shaft 41 and the Y b -O b -Zb The angle between the planes is 45°, see Figures 16-18 , i.e. the cylindrical hinge pivot 41 is at an angle of 45° to the X b -O b -Y b The projection of the plane is at an angle of 45° to the X b -O b -Z b The projection of the plane is at an angle of 45° to the Yb axis. See b -O b -Z b The projection of the plane is at an angle of 45° to the Yb axis. See bb Figure 6 7 8, the folding rudder 42 is mounted on the blended wing body 1, and a first spherical linkage 43 is arranged between the folding rudder 42 and the outer wing segment 2, for driving the outer wing segment 2 to rotate along the cylindrical hinge pivot 41 towards the tail direction to fold. See Figure 7 The first spherical linkage 43 comprises a hinge column 432 provided with a spherical hinge 431 at one end thereof, a driving rod 433 connected with the output shaft of the folding rudder 42, and a linkage 434 hinged between the driving rod 433 and the spherical hinge 431, the folding rudder 42 drives the driving rod 433 to swing, and then drives the outer wing segment 2 to fold along the cylindrical hinge pivot 41 towards the tail direction through the linkage 434.

[0050] See Figure 7 11 Figures 19-22 In this embodiment, as a preferred scheme, the cylindrical hinge pivot 41 is specifically arranged as follows: the outer wing segment 1 21 of the outer wing segment 2 and the end body 12 of the blended wing body 1 are butted at a transverse dividing line 20 on the upper surface of the body; the butting portion of the outer wing segment 1 21 is provided with an inwardly recessed recessed portion 21 1, the recessed portion 21 1 divides the butting end surface of the outer wing segment 2 into upper and lower two parts: a first protruding portion 212 close to the leading edge of the wing and a second protruding portion 213 close to the trailing edge of the wing, the end surfaces of the first protruding portion 212 and the second protruding portion 213 are both inclined, but the two are oppositely inclined, the end surface of the first protruding portion 212 is arranged to be inclined downward from the dividing line 20 towards the wing tip, and the end surface thereof is at an angle of 45° to the X b -O b -Y b ​​​​The included angle between the planes is 45°; the end face of the second protrusion 213 is inclined downward from the dividing line 20 towards the wing-body blended fuselage 1, that is, the second protrusion 213 is inclined in the opposite direction to the first protrusion 212; preferably, the side of the recess 212 adjacent to the first protrusion 212 is parallel to the Y-axis and the included angle with the XOY plane is approximately 45 degrees, so that the intersection line 214 of the recess 211 and the first protrusion 212 is perpendicular to the XOY plane. b -O b -Y b Y b -O b -Z b X b -O b –Zb The included angles of the three surfaces are all 45°. Two hinge seats 215 are provided at the intersection line 214, that is, the axis of the hinge seat 215 is parallel to the intersection line 214, and the included angles between it and the three planes are also 45°. It should be noted that in this embodiment, the inclination angle of the side of the recessed part 211 adjacent to the first protruding part 212 and the intersection line 214 is only for the convenience of setting the hinge seat 215. Obviously, some deviation is acceptable, as long as the inclination angle of the axis of the hinge seat 215 is 45 degrees with the three planes. Correspondingly, the outer end face of the wing-body blended fuselage 1 includes a first mating surface 121 near the leading edge and a second mating surface 122 near the trailing edge that are adapted to the inclination of the first protruding part 212 and the second protruding part 213. The first mating surface 121 is the X-axis of the body coordinate system. b -O b -Z b The planar surfaces form a 45-degree angle, and the trailing edge of the first mating surface 121 has two hinge seats 123 that are staggered and corresponding to the hinge seat 215. A column hinge shaft 41 is located in the hinge seat 215 and the hinge seat 123, hinged to the wing-body fuselage 1 and the outer wing section 2. When the outer wing section 2 rotates around the column hinge shaft 41, because the second protrusion 213 is tilted in the opposite direction to the first protrusion 212, the first protrusion 212 rotates upwards, and the second protrusion 213 rotates downwards, ultimately causing the outer wing section 2 to turn towards the tail. Figure 9 As shown.

[0051] When outer wing section 2 rotates to the folded state, as Figure 9 As shown, this allows the drone's center of gravity to shift backward, enabling unpowered docking. To further shift the drone's center of gravity backward after folding, the invention further includes a battery 7, which is divided into two groups and respectively disposed at the outer edge near the end of the outer wing section 2. By placing the battery 7 at the outer edge near the end of the outer wing section 2, the center of gravity can be further shifted backward. See this embodiment. Figure 23Finally, the center of gravity can be made to be 50mm behind the support point 10 (support point), so that it can be parked on the diameter of up to 13cm high obstacles. See Figure 24 When the outer wing segment 2 is deployed for flight, the center of gravity CG moves forward to 32mm in front of the aerodynamic center AC, ensuring longitudinal stability.

[0052] Further to facilitate the installation and disassembly of the tilt-rotor assembly 3, as described above, the wing-body-fuselage 1 is divided into three parts: the wing-body-fuselage body 11 located in the central position and the end fuselage 12 located at both ends, the wing-body-fuselage body 11 and the end fuselage 12 are connected by embedding square carbon rods 13, see Figure 12 、 13 The figure shows the connection mode of the wing-body-fuselage body 11 and the end fuselage 12 through the embedded square carbon rod 13, that is, square holes are opened on the wing-body-fuselage body 11 and the end fuselage 12, the square carbon rod 13 is inserted into the square hole, and the wing-body-fuselage body 11 and the end fuselage 12 are fixed with the square carbon rod 13 through screw fasteners. The structure of the square carbon rod 13 for connecting the outer wing segment one 21 and the outer wing segment two 22 is the same, as shown in Figure 13 , and will not be described again.

[0053] After the wing-body-fuselage 1 is divided into three parts, the tilt-rotor assembly 3 is arranged near the outer edge of the wing-body-fuselage body 11; further, a recess 111 is arranged on the end face of the wing-body-fuselage body 11, and a rudder support 124 is arranged on the end face of the end fuselage 12, the folding rudder 42 is installed on the rudder support 124, and the rudder support 124 is embedded into the recess 111 of the outer end of the wing-body-fuselage body 11. After the wing-body-fuselage 1 is divided into three parts, the fixed rod of the tilt-rotor assembly 3 can be installed behind the wing-body-fuselage body 11, and the folding rudder 42 can be installed, then the end fuselage 12 is fixedly connected with the wing-body-fuselage body 11, and vice versa. When disassembling, the end fuselage 12 can be removed first, and then the tilt-rotor assembly 3 or the folding rudder 42 can be disassembled, so that the installation and disassembly are more convenient.

[0054] The unmanned aerial vehicle described in the application further comprises a flight controller 5 fixed in the middle position of the wing-body-fuselage 1, which can be arranged in the middle position of the inside of the fuselage 1. This is beneficial to the balance of the weight on both sides, so that the center of gravity is located on the center axis of the machine body.

[0055] It should be noted that the structure of the second spherical link mechanism 63 is the same as that of the first spherical link mechanism 43, and will not be described again.

[0056] The unmanned aerial vehicle of the present application can directly take off from the hinterland without additional landing gear, and only by simultaneously upward tilting the left and right tilting rudders 33, vertical force to the ground is generated to drive the unmanned aerial vehicle to take off from the ground. In the flight mode conversion, the tilting rudders 33 drive the motors 35 and the rotors 36 to tilt forward in the same direction, so that the unmanned aerial vehicle body flies horizontally from the vertical attitude. Or reverse tilt, realize the conversion from vertical mode to horizontal mode flight.

[0057] In particular, the unmanned aerial vehicle of the present application, by designing the fuselage and wings as a wing-body integration, at the same time, imitating the stability of the balanced bird toy in the unpowered state, the outer wing section 2 is designed to be foldable backward, that is, foldable to the tail of the wing (backward) along the cylindrical hinge shaft 41, so that the folded outer wing section extends to the rear of the aircraft, and thus the center of gravity CG moves backward, in particular, the battery 7 is arranged at the leading edge near the end of the outer wing section 2, after folding, the center of gravity CG moves further backward, in this embodiment, it can move 50mm behind the parking point (support point), therefore, this embodiment can be parked on a horizontal bar or a rope with a length of 13cm, and unpowered parking can be carried out. Since the center of gravity is lower than the parking point, the moment generated by gravity can automatically offset the imbalance caused by disturbance, and the aircraft can realize stable parking, and can withstand a maximum wind speed of 6m / s, that is, it can be stably parked without power under a wind speed of less than 6m / s. Thus, energy can be greatly saved, and the endurance time of the unmanned aerial vehicle itself can be improved. After folding the wings, the flexibility, adaptability, wind resistance stability and anti-vibration characteristics of the dual-rotor unmanned aerial vehicle in complex environments such as urban buildings, forest coverage areas and indoor spaces are significantly improved. The folding wing design is also detachable, which is convenient for carrying and storage, reduces maintenance cost and time, and users can also replace different models of wings according to actual needs to adapt to different flight tasks.

[0058] The parking stability of the unmanned aerial vehicle of the present application is analyzed based on two different typical wind directions: headwind and crosswind.

[0059] (1) Headwind: as shown in Figure 25 , when the wind blows to the front of the unmanned aerial vehicle, the pitch angle measurement results under different headwind speeds are as shown in Figure 26 . When the parking object, the branch or the rod, is aligned with the wind direction, the structure of the unmanned aerial vehicle effectively limits the tilt caused by wind disturbance. Therefore, when the wind speed is less than 6m / s, the change of the pitch angle is very small (Δθ<5°). However, when the wind speed exceeds 7m / s, the resulting pitch will cause the folded wings on both sides to tilt towards the wind, resulting in instability in the yaw direction.

[0060] (2) Crosswind: as shown in Figure 27As shown, when the wind blows from the side, the UAV will produce a small inclination angle under the influence of crosswind, and the moment generated by the gravity of the UAV itself can offset the disturbance torque caused by the crosswind of a certain intensity.

[0061] Since the center of gravity is below the support point, within a certain range, the restoring moment generated by gravity balances the unstable moment generated by the disturbance torque, ensuring the stable landing of the UAV.

[0062] When the wind speed exceeds a certain limit, the restoring moment cannot offset the disturbance torque generated by the crosswind, resulting in roll imbalance. Therefore, the UAV begins to sway violently left and right and eventually slides off the landing rod. Therefore, the anti-wind ability of the UAV is measured by evaluating the roll angle of the UAV under different speed crosswinds. As can be seen, when the wind speed is less than 2 meters / second, the UAV is only slightly affected by the disturbance. When the wind speed exceeds 2 meters / second, the roll angle increases linearly with the wind speed. Instability occurs at a distance of 1 meter from the wind source, indicating that the maximum crosswind speed that can be tolerated is about 6 meters / second, as shown in Figure 28 .

[0063] Based on the above experiment, it can be concluded that the UAV described in the present application exhibits good stability during unpowered landing, regardless of whether it is facing headwind or crosswind, and its maximum wind speed that can be tolerated is 6 meters / second.

[0064] Referring to Figure 29 , 30 , the figure shows that in outdoor flight tests, the UAV described in the present application takes off in rotor mode, switches to horizontal flight mode using angular velocity control, and finally returns to land in rotor mode. To observe the flexibility and maneuvering efficiency of the mode switching during flight, the changes in pitch angle and pitch angular velocity during the entire process were closely monitored. The experimental results of the flight test are shown in Figure 29 , 30 , indicating that the mode conversion occurs in about 2 seconds, and there is no significant oscillation during the switching process, ensuring stable attitude control, and the overall accuracy and stability of the system response.

[0065] During fixed-wing horizontal flight, the pilot controls the angular velocity of the UAV. Figure 32 The flight stability and response during flight are shown. Figure 31 , 33 , 34 respectively evaluate the tracking response of roll, pitch and yaw angular velocity. Based on the experimental data, the roll angular velocity successfully tracks the desired input, with an error of less than ±0.2 rad / s. The pitch angular velocity oscillates within ±0.3 rad / s. The accuracy and stability of the system response are satisfactory.

[0066] The application further carries out a parking experiment, and the parking stability is evaluated according to the maximum wind speed before the unmanned aerial vehicle becomes unstable, wherein a higher maximum wind speed means stronger capability. During the experiment, the unmanned aerial vehicle is in a powerless state. By changing the distance between the wind source and the unmanned aerial vehicle, wind speed values at different positions can be obtained.

[0067] The above description is only illustrative of the application, and is not restrictive, and the application aims to provide a novel tilting dual-rotor unmanned aerial vehicle, and those skilled in the art understand that many modifications, changes or equivalents can be made without departing from the spirit and scope defined by the claims, for example, slightly adjusting the angle of the tilting of the column hinge rotating shaft, but all will fall within the protection scope of the application.

Claims

1. A novel tilt-rotor drone comprising: The wing-body fuselage (1) and the outer wing section (2) symmetrically arranged on both sides of the wing-body fuselage (1) and connected with the wing-body fuselage (1) as a whole, characterized in that it further comprises two tilting rotor assemblies (3) for providing power in any flight state, controlling roll, pitch and yaw in vertical flight mode, and controlling yaw in horizontal flight mode, and two aileron assemblies (6) for controlling pitch and roll in horizontal flight state, the two tilting rotor assemblies (3) are symmetrically arranged in front of the wing-body fuselage (1) on both sides; the aileron assembly (6) is arranged at the middle position of the outer wing section (2); when the two tilting rotor assemblies (3) are simultaneously turned to the vertical direction, the aircraft is used for taking off and landing on the ground in the belly landing attitude, vertical flight mode flight, and taking off and landing on the rod; when the two tilting rotor assemblies (3) are simultaneously turned to the horizontal direction, the aircraft is used for horizontal flight mode flight.

2. The novel tilt-rotor drone according to claim 1, characterized in that, The tilting rotor assembly (3) comprises a fixed rod (31) connected with the front edge of the wing-body fuselage (1) and arranged in a forward extending manner, a rudder fixing part (32) arranged at the end of the fixed rod (31), a tilting rudder (33) arranged on the rudder fixing part (32), an output shaft of the tilting rudder (33) connected with a motor fixing part (34) to drive the motor fixing part (34) to rotate along the output shaft of the tilting rudder (3), a motor (35) installed on the motor fixing part (34), and a rotor (36) connected with the motor (35).

3. The novel tilt-rotor drone of claim 1, wherein, The aileron assembly (6) comprises two rudders (61) rotatably arranged at the middle position of the rear edge of the outer wing section (2), two rudder rudders (62) installed on the two outer wing sections (2), and a second spherical linkage mechanism (63) connecting the rudder rudders (62) with the rudders (61) to drive the rudders (61) to rotate.

4. The novel tilt-rotor drone of claim 3, wherein, The outer wing section (2) comprises two parts: an outer wing section one (21) and an outer wing section two (22), the outer wing section one (21) and the outer wing section two (22) are connected by means of an embedded square carbon rod (13); one side of the rear edge of the outer wing section one (21) and the outer wing section two (22) is provided with a recess part, the rudder (61) is embedded in the recess part and hinged with the side surface of the recess part.

5. The novel tilt-rotor drone of any one of claims 1-4, wherein, A folding mechanism (4) is arranged at the joint of the outer wing section (2) and the wing-body fuselage (1) to fold the outer wing section (2) to the tail direction; the recess of the tail of the wing-body fuselage (1) is a parking point (10), when the outer wing section (2) is not folded, the center of gravity (CG) of the unmanned aerial vehicle is located in front of the parking point (10), and when the outer wing section (2) is folded, the center of gravity (CG) of the unmanned aerial vehicle is located behind the parking point (10).

6. The novel tilt-rotor drone of claim 5, wherein, The folding mechanism (4) comprises a column hinge pivot (41) and a folding rudder (42); the column hinge pivot (41) is arranged between the end face of the outer wing section (2) and the wing-body fuselage (1), and the column hinge pivot (41) is arranged obliquely from the outer, rear and lower direction to the inner, front and upper direction, and the angle between the planes is 45°, and the angle between the planes and the X b -O b -Y b b -O b -Z b b -O b -Z b The angle between the planes is 45°; the folding rudder (42) is mounted on the wing-body fuselage (1) and connected with the outer wing section (2) through a first spherical linkage (43), and is used to drive the outer wing section (2) to rotate and fold towards the tail direction around the column hinge pivot (41).​​ 7. The novel tilt-rotor drone of claim 6, wherein, The outer wing section (2) and the wing-body blending fuselage (1) are connected at a transverse dividing line (20) on the upper surface of the fuselage; the connecting end of the outer wing section (2) has an inwardly recessed recess (211) that divides the connecting end surface of the outer wing section (2) into upper and lower portions: a first convex portion (212) near the leading edge of the wing and a second convex portion (213) near the trailing edge of the wing, the first convex portion (212) is inclined downward from the dividing line (20) toward the wing tip, and the angle between the first convex portion (212) and the X b -O b -Y b plane is 45°; the second convex portion (213) is inclined downward from the dividing line toward the wing-body blending fuselage (1); the intersection of the first convex portion (212) and the recess (211) is provided with two hinge seats I (215); the outer end surface of the wing-body blending fuselage (1) includes a first connecting surface (121) near the leading edge and a second connecting surface (122) near the trailing edge, which correspond to the inclination of the first convex portion (212) and the second convex portion (213); the first connecting surface (121) is an inclined surface with an angle of 45° between the X b -O b -Z b plane and the Y plane of the body coordinate system, and the trailing edge of the first connecting surface (121) has two hinge seats II (123) staggered with the hinge seats I (215); the cylindrical hinge shaft (41) is arranged in the hinge seats I (215) and the hinge seats II (123), and the wing-body blending fuselage (1) and the outer wing section (2) are hingedly connected.

8. The novel tilt-rotor drone of claim 6, wherein, It further comprises a battery (7), the battery (7) is divided into two groups and arranged at the outer edge close to the end of the outer wing section (2).

9. The novel tilt-rotor drone of claim 6, wherein, The wing-body-fuselage body (11) and the end fuselage (12) are connected by means of embedded square carbon rods (13); the tilt-rotor assembly (3) is arranged near the outer edge of the wing-body-fuselage body (11); the outer end surface of the wing-body-fuselage body (11) has a groove (111), and an elevator bracket (124) for arranging the folding elevator mechanism (42) is arranged on the end surface of the end fuselage (12), and the elevator bracket (124) is embedded in the groove (111) of the outer end of the wing-body-fuselage body (11).

10. The novel tilt-rotor drone according to any one of claims 1-5, wherein, It comprises a flight controller (5) fixed in the middle position of the wing-body-fuselage (1).

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