Power redundancy composite wing vertical take-off and landing aircraft

Abstract

The invention discloses a power redundancy composite wing vertical take-off and landing aircraft which comprises a fuselage adopting streamline design, wings are arranged on the two sides of the fuselage, the wings and the fuselage adopt wing body fusion design, four rotor wing connecting rods are arranged on each wing, and two rotor wing connecting rods are arranged on each of the wings on the left side and the right side of the fuselage; the rotor connecting rod comprises a longitudinal rod and rotor power suites arranged at the front end and the rear end of the longitudinal rod, the rotor connecting rod is connected with the wing through the longitudinal rod, each rotor power suite comprises a rotor motor arranged at the end of the longitudinal rod, rotors are arranged on the rotor motors, and the rotating directions of the front rotor, the rear rotor, the left rotor and the right rotor adjacent to each other are opposite; eight rotor power suites are arranged, so that the power redundancy of vertical take-off and landing of the aircraft is improved, the aircraft can adapt to different take-off and landing environments, and the requirement for flexible take-off and landing of the aircraft is met; and secondly, a tail-suspended double-electric ducted fan layout is adopted, so that the double-redundancy design of horizontal thrust is realized, and meanwhile, the aircraft meets the long-endurance flight requirement.

Description

Technical Field

[0001] This invention relates to the field of aircraft technology, and in particular to a power-redundant compound wing vertical takeoff and landing aircraft. Background Technology

[0002] Common overall configurations for electric vertical takeoff and landing (eVTOL) aircraft include multi-rotor, tiltrotor, multi-ducted fan, and compound wing configurations. Among these, compound wing configurations employing distributed vertical takeoff and landing (VTOL) and horizontal thrust can achieve vertical takeoff and landing, long-term hovering, and rapid level flight. The VTOL and horizontal thrust are independent with minimal interference, making them ideal for applications such as rapid intercity freight transport, emergency rescue, and suburban air mobility. Compound wing eVTOL aircraft can be configured with rotor or ducted fan propulsion, and combined with different wings, fuselages, tails, and landing gears to form various overall configurations to achieve specific performance characteristics, such as suitability for high-speed flight, strong wind-resistant hovering, and long-endurance low-speed flight.

[0003] Several vertical takeoff and landing (VTOL) aircraft with compound wing configurations have been published. For example, the invention patent application CN120308376A proposes a VTOL compound layout UAV and method. Through the coordinated control of the front rotor and the rear rotor, combined with the propulsion of the tail propeller and the optimized design of the trapezoidal tail fin, beneficial aerodynamic coupling lift is generated during cruise and VTOL. This design can achieve the conversion between VTOL and fixed-wing cruise modes without additional variator mechanisms. However, using a quadcopter as the VTOL power source has low redundancy. Failure of any rotor will seriously affect the VTOL function. In addition, the propeller on the wing will cause aerodynamic interference to the horizontal propulsion propeller at the tail. Patent application CN119840844A proposes a heavy-duty electric vertical takeoff and landing fixed-wing UAV, employing a structure with lifting rotors embedded inside the wing. Four rotors are symmetrically embedded on both sides of the wing, and two rotors are embedded in the horizontal stabilizer. Vertical takeoff and landing, as well as level flight, are achieved by controlling the tilt of the embedded rotors. This layout results in a large wing area, making the wing susceptible to significant interference in complex airflow conditions. Patent application CN120246294A proposes a UAV combining a flying wing structure with a multi-axis tilting rotor. It uses a low-speed airfoil to form a fully integrated flying wing fuselage. A left tilting rotor and a right tilting rotor are mounted at the left and right ends of the fuselage, respectively. One or more propellers can be mounted on the tilting rotors, allowing the propeller assembly to tilt. However, this design requires a large number of motors and their associated control components, significantly increasing the aircraft's takeoff weight.

[0004] Existing compound wing vertical takeoff and landing aircraft mostly use rotors as vertical takeoff power and a separate rotor as tail thrust. Some configurations do not consider vertical takeoff power redundancy, and most configurations do not consider tail thrust redundancy due to the large size of the tail thrust rotor, resulting in insufficient flight safety when the power unit fails.

[0005] This invention addresses the requirements of flexible takeoff and landing in confined spaces, long endurance, high-speed level flight, and power redundancy by proposing a power-redundant composite wing overall configuration scheme for a vertical takeoff and landing (VTOL) aircraft with distributed rotors as vertical takeoff power and dual ducted fans as horizontal thrust, in order to improve the safety of VTOL aircraft in the event of power unit failure. Summary of the Invention

[0006] The purpose of this invention is to solve the technical problems existing in the prior art and to provide a power-redundant compound wing vertical take-off and landing aircraft.

[0007] To achieve the above objectives, the technical solution provided by the present invention is: a power-redundant compound wing vertical takeoff and landing aircraft, comprising a streamlined fuselage with wings on both sides, the wings and fuselage adopting a blended wing-body design, four rotor linkages on the wings, and two rotor linkages on each of the left and right wings of the fuselage, with the rotor linkages on the wings on both sides symmetrically arranged about the fuselage; the rotor linkages include longitudinal rods and rotor power kits disposed at the front and rear ends of the longitudinal rods, the rotor linkages being connected to the wings through the longitudinal rods, and the rotor power kits including rotor motors disposed at the ends of the longitudinal rods, the rotor motors being provided with rotors, and the front, rear, left, and right adjacent rotors rotating in opposite directions;

[0008] Two support arms are fixedly installed on both sides of the rear end of the fuselage. The support arms are located behind the wings. Each support arm is fixedly equipped with an electric ducted fan. The two electric ducted fans on the left and right sides of the fuselage are symmetrically arranged and do not interfere with the rotation of the rotor. The central axes of the two electric ducted fans are parallel to each other and parallel to the X-axis of the fuselage.

[0009] The fuselage is equipped with a vertical tail, and a horizontal tail is mounted on the vertical tail. The horizontal tail and the vertical tail are arranged in a "T" shape. Control surfaces are arranged on the trailing edges of both the horizontal tail and the vertical tail.

[0010] Preferably, the power parameters of the eight rotor power kits on the four rotor links are consistent; the longitudinal distance X between the central axes of the rotor motors in the rotor power kits at both ends of the same rotor link satisfies: 2L≤X≤2.5L, where L is the rotor blade diameter; the lateral distance Y between the central axes of the rotor motors in the rotor power kits at the same end of the two rotor links on the same wing satisfies: L<Y≤1.5L; the distance T between the central axes of the rotor motors in the rotor power kits at the same end of the two rotor links near the fuselage on both wings is: 2L≤T≤3L.

[0011] Preferably, the rotor of the rotor power kit adopts a fixed rotor design, that is, when the aircraft is taking off and landing vertically, hovering and hovering transition, the rotor starts to generate vertical thrust, while during level flight cruise, the rotor stops and is fixed, and the wingtip of the rotor is parallel to the direction of the fuselage centerline, that is, parallel to the X-axis direction. At this time, the aircraft is powered by two electric ducted fans for level flight.

[0012] Preferably, when the aircraft is powered for level flight by two electrically driven ducted fans, the horizontal centerline H of the two electrically driven ducted fans is... A H B Parallel to each other, with a horizontal central axis H A H B The axis parallel to the center of mass of the fuselage along the X-axis, the horizontal central axis H. A H B Vertical distance Z from the center of mass of the fuselage along the X-axis A Z B Satisfy: 0.5D < Z A ≤D, Z A =Z B D is the duct diameter of the electric ducted fan;

[0013] The horizontal axis A of the electric ducted fan is parallel to the X-axis of the center of mass of the fan body, and the distance Y between the X-axis and the X-axis of the center of mass of the fan body is... A Satisfy: 0.5M < Y A ≤2.5M, where M is the widest point of the fuselage, and D is the duct diameter of the electric ducted fan; X is the distance X between the front lip of the electric ducted fan and the center of mass of the fuselage along the Y-axis. A Satisfy: 0.9L < X A ≤1.1L, where L is the diameter of the rotor blade.

[0014] Preferably, both the horizontal and vertical tail fins adopt the NACA0015 airfoil; the aspect ratio a of the horizontal tail fin is 3.5≤a≤4; and the aspect ratio b of the vertical tail fin is 1.5≤b≤2.

[0015] Preferably, the design features a high-wing monoplane with raised wings, and the wing airfoil is NACA652415 with widened and modified shape.

[0016] Preferably, ailerons are provided on the trailing edges of the wings on both sides of the fuselage. The ailerons are symmetrically arranged on the outside of the two rotor linkages on the wings. The length C of the ailerons satisfies: 0.1B≤C≤0.2B, where B is the wingspan of a single wing. A servo motor is provided inside the wing to control the ailerons.

[0017] Preferably, a payload bay is provided in the belly of the fuselage, and a three-point landing gear is arranged at the bottom of the fuselage. The two rear wheels of the three-point landing gear are located behind the center of gravity of the fuselage and are symmetrically installed on both sides of the belly. The front wheel of the three-point landing gear is located in front of the center of gravity of the fuselage and is installed below the nose of the fuselage.

[0018] Beneficial effects of this invention:

[0019] 1. The present invention has four rotor linkages symmetrically arranged on the wing. Rotor propulsion kits are installed at both ends of the longitudinal rods of the rotor linkages, resulting in eight rotor propulsion kits. This improves the power redundancy for vertical takeoff and landing, allowing the aircraft to adapt to different takeoff and landing environments and meet the requirements for flexible takeoff and landing. During level flight, the rotors in the rotor propulsion kits adopt a fixed-blade design, with the rotor tips pointing parallel to the fuselage centerline, thereby reducing wind resistance. Furthermore, the present invention employs a dual-electric ducted fan layout, achieving a dual-redundancy design for horizontal thrust, while also enabling the aircraft to meet the requirements for long-endurance flight.

[0020] 2. This invention uses ailerons on the wings and control surfaces on the "T"-shaped tail to control the flight attitude of the aircraft. Compared with thrust vector control and differential control, the aerodynamic control surface system is simpler, more efficient, and more reliable. Furthermore, the fuselage adopts a streamlined design, and the connection between the wings and the fuselage adopts a wing-body blending design method, which improves the overall aerodynamic efficiency of the aircraft while retaining a large-capacity payload bay under the fuselage. Attached Figure Description

[0021] The accompanying drawings, which are provided to further illustrate the invention and constitute a part of this invention, are illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an undue limitation of the invention.

[0022] Figure 1 This is a schematic diagram of the overall structure of the present invention;

[0023] Figure 2 These are three views of the vertical takeoff and landing attitude of the aircraft of the present invention;

[0024] Figure 3 This is a schematic diagram of the main layout parameters of the present invention.

[0025] Attached image captions:

[0026] 1-Fuselage, 2-Wing, 3-Aileron, 4-Rotor Linkage, 5-Rotor Power Kit, 6-Outrigger, 7-Electric Ducted Fan, 8-Horizontal Tail, 9-Vertical Tail, 10-Control Surfaces, 11-Landing Gear, 12-Rotor, 13-Longitudinal Rod. Detailed Implementation

[0027] This section will describe in detail specific embodiments of the present invention. Preferred embodiments of the present invention are shown in the accompanying drawings. The purpose of the drawings is to supplement the textual description with graphics, so that people can intuitively and vividly understand each technical feature and overall technical solution of the present invention, but they should not be construed as limiting the scope of protection of the present invention.

[0028] In the description of this invention, it should be understood that the orientation descriptions, such as up, down, front, back, left, right, etc., are based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limiting this invention.

[0029] In the description of this invention, "several" means one or more, "more than" means two or more, "greater than," "less than," and "exceeding" are understood to exclude the stated number, while "above," "below," and "within" are understood to include the stated number. The use of "first" and "second" in the description is merely for distinguishing technical features and should not be construed as indicating or implying relative importance, or implicitly indicating the number of indicated technical features, or implicitly indicating the order of the indicated technical features.

[0030] In the description of this invention, unless otherwise explicitly defined, terms such as "set up," "install," and "connect" should be interpreted broadly, and those skilled in the art can reasonably determine the specific meaning of the above terms in this invention in conjunction with the specific content of the technical solution.

[0031] Reference Figures 1-3According to a preferred embodiment of the present invention, a power-redundant compound wing vertical takeoff and landing (VTOL) aircraft includes a streamlined fuselage 1 with wings 2 on both sides. The wings 2 and fuselage 1 adopt a blended wing-body design to reduce aerodynamic drag. Four rotor linkages 4 are provided on the wings 2, with two rotor linkages 4 arranged on each of the left and right wings 2 of the fuselage 1, and the rotor linkages 4 on the wings 2 are symmetrically arranged about the fuselage 1. The rotor linkages 4 include longitudinal rods 13 and rotor power kits 5 arranged at the front and rear ends of the longitudinal rods 13, for a total of eight rotor power kits 5 to meet the vertical takeoff and landing lift requirements of the aircraft. If one rotor power kit 5 fails, the aircraft can still operate normally. The rotor linkage 4 is connected to the wing 2 via the longitudinal rod 13, increasing the connection rigidity of the longitudinal rod 13. The rotor power kit 5 includes a rotor motor located at the end of the longitudinal rod 13, with rotors 12 mounted on the rotor motor. The rotors 12 adjacent to each other in the front, rear, left, and right directions rotate in opposite directions. Two support arms 6 are fixedly installed on both sides of the rear end of the fuselage 1. The support arms 6 are located on the rear side of the wing 2. Each support arm 6 is fixedly equipped with an electric ducted fan 7. The two electric ducted fans 7 on the left and right sides of the fuselage 1 are symmetrically arranged and do not interfere with the rotation of the rotors 12. The central axes of the two electric ducted fans 7 are parallel to each other and parallel to the X-axis of the fuselage 1.

[0032] Furthermore, a vertical tail 9 is provided at the tail of the fuselage 1, and a horizontal tail 8 is provided on the vertical tail 9. The horizontal tail 8 and the vertical tail 9 are arranged in a "T" shape to avoid the horizontal tail 8 being affected by the wake of the electric ducted fan 7 and to reduce the interference from the downdraft of the vertical take-off rotor 12. Control surfaces 10 are arranged on the trailing edges of both the horizontal tail 8 and the vertical tail 9 to meet the torque required for the pitch and yaw attitude control of the aircraft.

[0033] Furthermore, both the horizontal tail 8 and the vertical tail 9 adopt the NACA 0015 airfoil; the aspect ratio a of the horizontal tail 8 is 3.5≤a≤4; the aspect ratio b of the vertical tail 9 is 1.5≤b≤2.

[0034] Furthermore, the power parameters of the eight rotor power kits 5 on the four rotor linkages 4 are consistent; the longitudinal distance X between the central axes of the rotor motors in the rotor power kits 5 at both ends of the same rotor linkage 4 satisfies: 2L≤X≤2.5L, where L is the blade diameter of the rotor 12; the lateral distance Y between the central axes of the rotor motors in the rotor power kits 5 at the same end of the two rotor linkages 4 on the same side wing 2 satisfies: L<Y≤1.5L; the distance T between the central axes of the rotor motors in the rotor power kits 5 at the same end of the two rotor linkages 4 near the fuselage 1 on both sides of the wing 2 is: 2L≤T≤3L; this layout of the present invention not only ensures that the aerodynamic efficiency between the two rotors 12 is not affected, but also ensures that the ailerons 3 and the electric ducted fan 7 are not affected by the aerodynamics of the rotors 12.

[0035] Furthermore, the rotor 12 of the rotor power kit 5 adopts a fixed rotor design. That is, when the aircraft is taking off and landing vertically, hovering, and transitioning between hovering, the rotor 12 starts to generate vertical thrust. When cruising in level flight, the rotor 12 stops rotating and is fixed. The wingtip of the rotor 12 is parallel to the direction of the fuselage 1 centerline, that is, parallel to the X-axis direction, so as to reduce the wind resistance of the rotor 12. At this time, the aircraft is powered by two electric ducted fans 7 for level flight.

[0036] Furthermore, when the aircraft is powered for level flight by two electric ducted fans 7, the horizontal centerline H of the two electric ducted fans 7... A H B Parallel to each other, with a horizontal central axis H A H B The axis parallel to the center of mass of fuselage 1 in the X-axis direction, and the horizontal central axis H. A H B The vertical distance Z from the center of mass of fuselage 1 along the X-axis A Z B Satisfy: 0.5D < Z A ≤D, Z A =Z B D is the duct diameter of the electric ducted fan 7; the horizontal axis A of the electric ducted fan 7 is parallel to the X-axis of the center of mass of the fuselage 1, and the distance Y between the X-axis and the X-axis of the center of mass of the fuselage is... A Satisfy: 0.5M < Y A ≤2.5M, where M is the widest distance of fuselage 1, and D is the duct diameter of electric ducted fan 7; X is the distance X between the front lip of electric ducted fan 7 and the center of mass of fuselage 1 along the Y-axis. A Satisfy: 0.9L < X A ≤1.1L, where L is the blade diameter of rotor 12. This arrangement avoids the electric ducted fan 7 from appearing in the interference zone of rotor 12, and the airflow entering the duct is not blocked by fuselage 1, while also avoiding affecting the pitch aerodynamics of the control surfaces 10 of horizontal tail 8.

[0037] Specifically, this invention employs a dual-electric ducted fan 7 tail thruster design. If either electric ducted fan 7 fails, the thrust of a single electric ducted fan 7 can still provide stable level flight thrust to meet landing requirements. Under the same thrust conditions, the smaller the diameter of the electric ducted fan 7, the higher its rotational speed and the higher its power. Therefore, the diameter of the electric ducted fan 7 should not be too small to ensure long-endurance performance; however, the size of the electric ducted fan 7 should not be too large. On the one hand, this reduces weight; on the other hand, the compact structure allows for easy placement on the left and right sides of the aircraft, making the aircraft structure compact, reducing aerodynamic drag, and balancing performance and endurance requirements.

[0038] For 100kg-200kg class aircraft, the duct size of the electric ducted fan 7 is 200-360mm; for 500kg class aircraft, the duct size of the electric ducted fan 7 is 360-450mm; and for 1t class aircraft, the duct size of the electric ducted fan 7 is 450-650mm.

[0039] Furthermore, wing 2 adopts a high-wing design and is raised, which reduces the aerodynamic drag at the connection between wing 2 and fuselage 1 without affecting the effective volume of the load compartment in the belly of fuselage 1. The airfoil of wing 2 is selected as NACA652415, and the airfoil of wing 2 is widened and modified to ensure the strength and rigidity of its structure.

[0040] Furthermore, ailerons 3 are provided on the trailing edges of the wings 2 on both sides of the fuselage 1. The ailerons 3 are symmetrically arranged on the outside of the two rotor linkages 4 on the wings. The length C of the ailerons 3 satisfies: 0.1B≤C≤0.2B, where B is the wingspan length of a single wing 2, thus satisfying the torque required for the aircraft to complete the roll attitude control. The wings 2 are equipped with servos to control the ailerons 3, which can increase the stability of the servos and reduce aerodynamic drag.

[0041] Furthermore, a payload bay is provided on the belly of fuselage 1, which ensures both reduced aerodynamic drag and meets the needs of heavy-duty mission payloads; a tricycle landing gear 11 is arranged at the bottom of fuselage 1, with the two rear wheels of the tricycle landing gear 11 located behind the center of gravity of fuselage 1 and symmetrically mounted on both sides of the belly, and the front wheel of the tricycle landing gear 11 located in front of the center of gravity of fuselage 1 and mounted below the nose of fuselage 1; this can increase the overall stability of the aircraft during takeoff and landing, and has the advantages of simple landing and reliable safety; the front and rear wheels of the tricycle landing gear 11 can facilitate the ground movement of the aircraft and increase the ground adaptability of the aircraft.

[0042] During operation, during vertical takeoff, the rotors 12 in the eight rotor power kits 5 rotate simultaneously. When the thrust generated by the rotors 12 exceeds the takeoff weight of the aircraft, the aircraft will take off or hover. When the aircraft is at a certain altitude, the two rear-mounted electric ducted fans 7 begin to rotate. As the thrust of the electric ducted fans 7 increases, the aircraft flies in a parabolic trajectory. The attitude of the aircraft is modulated by controlling the ailerons 3. At the same time, as the aerodynamic lift provided by the wings 2 increases, the rotation speed of the rotors 12 gradually decreases until they stop, and the aircraft transitions to level flight. During level flight, the rotors 12 will stop rotating, and the aircraft will achieve pitch, yaw, and roll entirely by controlling the rotation speed of the electric ducted fans 7 and the ailerons 3. During vertical landing, the rotation speed of the electric ducted fans 7 gradually decreases, and the rotors 12 begin to rotate. When the thrust of the rotors 12 exceeds the weight of the aircraft, the electric ducted fans 7 will stop operating, and the aircraft will hover. The rotation speed of the rotors 12 decreases to adjust the hovering attitude, and the aircraft will land slowly.

[0043] Without causing conflict, those skilled in the art can freely combine and use the above-mentioned additional technical features.

[0044] The above description is only a preferred embodiment of the present invention. Any technical solution that achieves the purpose of the present invention by essentially the same means is within the protection scope of the present invention.

Claims

1. A power-redundant compound wing vertical takeoff and landing aircraft, characterized in that: The fuselage (1) is designed with a streamlined shape. Wings (2) are provided on both sides of the fuselage (1). The wings (2) and the fuselage (1) adopt a blended wing-body design. Four rotor linkages (4) are provided on the wings (2). Two rotor linkages (4) are arranged on each of the wings (2) on the left and right sides of the fuselage (1). The rotor linkages (4) on the wings (2) on both sides are symmetrically arranged about the fuselage (1). The rotor linkages (4) include a longitudinal rod (13) and rotor power kits (5) provided at the front and rear ends of the longitudinal rod (13). The rotor linkages (4) are connected to the wings (2) through the longitudinal rod (13). The rotor power kits (5) include a rotor motor provided at the end of the longitudinal rod (13). A rotor (12) is provided on the rotor motor. The rotors (12) adjacent to each other in front, rear, left and right turn in opposite directions. Two support arms (6) are fixedly installed on both sides of the rear end of the fuselage (1). The support arms (6) are located on the rear side of the wing (2). Each support arm (6) is fixedly equipped with an electric ducted fan (7). The two electric ducted fans (7) on the left and right sides of the fuselage (1) are arranged symmetrically and do not interfere with the rotation of the rotor (12). The central axes of the two electric ducted fans (7) are parallel to each other and parallel to the X-axis of the fuselage (1). The fuselage (1) is equipped with a vertical tail (9) at the rear, and a horizontal tail (8) is provided on the vertical tail (9). The horizontal tail (8) and the vertical tail (9) are arranged in a "T" shape. Control surfaces (10) are arranged on the trailing edges of the horizontal tail (8) and the vertical tail (9).

2. The power-redundant compound wing vertical takeoff and landing aircraft according to claim 1, characterized in that: The power parameters of the eight rotor power kits (5) on the four rotor links (4) are consistent; the longitudinal distance X of the rotor motor centerline of the rotor power kits (5) at both ends of the same rotor link (4) satisfies: 2L≤X≤2.5L, where L is the blade diameter of the rotor (12); the lateral distance Y of the rotor motor centerline of the rotor power kits (5) at the same end of the two rotor links (4) on the same side wing (2) satisfies: L<Y≤1.5L; the distance T between the rotor motor centerlines of the rotor motors in the rotor power kits (5) at the same end of the two rotor links (4) near the fuselage (1) on both sides wing (2) is: 2L≤T≤3L.

3. The power-redundant compound wing vertical takeoff and landing aircraft according to claim 1, characterized in that: The rotor (12) of the rotor power kit (5) adopts a fixed rotor design. That is, when the aircraft is taking off and landing vertically, hovering and hovering transition, the rotor (12) starts to generate vertical thrust. When cruising in level flight, the rotor (12) stops rotating and is fixed. The wingtip of the rotor (12) is parallel to the direction of the fuselage (1) centerline, that is, parallel to the X-axis direction. At this time, the aircraft is powered by two electric ducted fans (7) for level flight.

4. A power-redundant compound wing vertical takeoff and landing aircraft according to claim 3, characterized in that: When the aircraft is powered by two electric ducted fans (7) for level flight, the horizontal centerline H of the two electric ducted fans (7) A H B Parallel to each other, with a horizontal central axis H A H B The axis parallel to the center of mass of the fuselage (1) along the X-axis, and the horizontal central axis H A H B The distance Z along the Z-axis from the center of mass of the fuselage (1) in the X-axis direction A Z B Satisfy: 0.5D < Z A ≤D, Z A =Z B D is the duct diameter of the electric ducted fan (7); Electric ducted fan (7) Horizontal axis H A H B The axis parallel to the X-axis of the center of mass of the fuselage (1), and the distance Y between the axis in the X-axis direction and the axis in the X-axis direction of the center of mass of the fuselage (1) A Satisfy: 0.5M < Y A ≤2.5M, where M is the widest distance of the fuselage (1), and D is the duct diameter of the electric ducted fan (7); X is the distance X between the front lip of the electric ducted fan (7) and the center of mass of the fuselage (1) along the Y-axis. A Satisfy: 0.9L < X A ≤1.1L, where L is the diameter of the rotor blade (12).

5. A power-redundant compound wing vertical takeoff and landing aircraft according to claim 1, characterized in that: Both the horizontal tail (8) and the vertical tail (9) adopt the NACA0015 airfoil; the aspect ratio a of the horizontal tail (8) is 3.5≤a≤4; the aspect ratio b of the vertical tail (9) is 1.5≤b≤2. According to claim 1, a power-redundant compound wing vertical take-off and landing aircraft is characterized in that: the wing (2) adopts a high-wing design and the wing (2) is raised, the airfoil of the wing (2) is selected as NACA652415, and the airfoil of the wing (2) is widened and modified.

6. A power-redundant compound wing vertical takeoff and landing aircraft according to claim 1, characterized in that: Ailerons (3) are provided on the trailing edges of the wings (2) on both sides of the fuselage (1). The ailerons (3) are symmetrically arranged on the outside of the two rotor linkages (4) on the wings (2). The length C of the ailerons (3) satisfies: 0.1B≤C≤0.2B, where B is the wingspan length of a single wing (2). A servo motor is provided inside the wing (2) to control the ailerons (3).

7. A power-redundant compound wing vertical takeoff and landing aircraft according to claim 1, characterized in that: The fuselage (1) has a load compartment located in the belly of the fuselage (1) and a three-point landing gear (11) is arranged at the bottom of the fuselage (1). The two rear wheels of the three-point landing gear (1) are located behind the center of gravity of the fuselage (1) and are symmetrically installed on both sides of the belly of the fuselage (1). The front wheel of the three-point landing gear (11) is located in front of the center of gravity of the fuselage (1) and is installed below the nose of the fuselage (1).

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