Electric distributed rotor unmanned transport plane

Abstract

The invention belongs to the technical field of unmanned transport planes, and particularly discloses an electric distributed rotor unmanned transport plane which comprises a plane body, a plurality of wings and a plurality of distributed rotors. The wings are symmetrically arranged on two opposite sides of the fuselage main body, and the tail end of each wing is connected with a propeller thruster; the wings are rotationally connected with the fuselage body, and the horizontal postures of the wings are adjusted through wing posture adjusting mechanisms. The distributed rotors are arranged on the rear sides of the wings, and each distributed rotor is connected with the corresponding wing through a rotating shaft and is driven by a tilting driving mechanism to rotate around the corresponding rotating shaft so as to adjust the inclination angle. Airflow interference is avoided through the ducted rotor design, maneuverability is improved by adopting the distributed independent tilting mechanism, accurate control is achieved by arranging the attitude adjusting system, and the unmanned aerial vehicle has the advantages that airflow interference is solved, safety is improved, and maneuverability is enhanced.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of unmanned transport vehicles, and particularly relates to an electric distributed rotor unmanned transport vehicle. BACKGROUND

[0002] With the increasing demand for the coordinated development of urban logistics and regional economy, unmanned transport vehicles are attracting attention due to their efficient and flexible cargo transportation capabilities. Such aircraft are particularly suitable for fast logistics within urban clusters and between cities, which can alleviate ground traffic pressure and realize point-to-point vertical take-off and landing, reducing dependence on airport runways. In the prior art, the electric distributed rotor scheme has become an important research direction due to its energy saving, environmental protection and low noise characteristics.

[0003] The current mainstream technical scheme has three key defects: first, the coaxial dual-rotor structure will produce serious airflow interference when rotating at high speed. The aerodynamic interference between the upper and lower blades not only causes the vibration amplitude of the whole machine to increase, but also causes the flight attitude control precision to decrease, which seriously affects the stability of the transportation operation. Second, the maneuvering performance of the existing system has obvious defects. The fixed small rotor can only produce limited thrust through speed adjustment, and the overall tilting mechanism of the main rotor causes the turning response time to exceed 800ms, which cannot meet the requirements of the agility of the aircraft in complex urban airspace.

[0004] More specifically, taking the Chinese patent with publication number CN114476043B as an example, although the distributed small rotor adopted by it can theoretically improve the aerodynamic efficiency, actual tests show that when the cruising speed exceeds 80km / h, the vibration noise produced by the coaxial rotor system reaches 105 decibels, far exceeding the urban noise standard; and the exposed small rotor blade tip has a very high damage rate under 5-level wind conditions. In addition, the design shows obvious control delay in the emergency obstacle avoidance test, and it takes more than 3.5 seconds to complete a 90-degree turn, which cannot meet the stringent requirements of urban logistics on the maneuverability of the aircraft.

[0005] In view of the above problems, it is necessary to propose a new electric distributed rotor unmanned transport vehicle. SUMMARY

[0006] The purpose of the present application is to provide an electric distributed rotor unmanned transport vehicle, which has the advantages of solving airflow interference, improving safety and enhancing maneuverability

[0007] In order to achieve the above object, the application provides the following scheme: an electric distributed rotor unmanned transport vehicle, comprising: a fuselage body; a plurality of wings, symmetrically arranged on opposite sides of the fuselage body, and the end of each wing is connected with a propeller propeller; the wing and the fuselage body are rotationally connected, and the horizontal attitude thereof is adjusted through a wing attitude adjusting mechanism; a plurality of distributed rotors are arranged on the rear side of the wing, each distributed rotor is connected with the wing through a rotating shaft, and the inclination angle thereof is adjusted by driving the rotating shaft to rotate through a tilting driving mechanism.

[0008] Further, the distributed rotor is a ducted rotor, comprising a ducted rotor base rotationally connected to the wing; a rotor arranged in the ducted rotor base; and an electric motor for driving the rotor to rotate.

[0009] Further, the tilting driving mechanism independently controls the inclination angle of each distributed rotor.

[0010] Further, four distributed rotors are arranged on the rear side of each wing.

[0011] Further, the number of wings is four, and two wings are symmetrically arranged on opposite sides of the fuselage body.

[0012] Further, the wing attitude adjusting mechanism is used for controlling the swing of the wing in the horizontal plane, and comprises an adjusting power mechanism, an extension arm and a turntable, the adjusting power mechanism is fixedly installed on an internal support of the fuselage body, the output shaft thereof is hingedly connected with one end of the extension arm, the other end of the extension arm is hingedly connected with the edge of the turntable, the turntable is fixedly connected with the root of the wing, and is rotationally connected with the fuselage body through a bearing or a rotating shaft.

[0013] Further, the wing attitude adjusting mechanism drives the wing to swing in the horizontal plane at an angle range of 0-30 degrees.

[0014] Further, the adjusting power mechanism is a double-shaft push rod motor, and the two extension ends of the double-shaft push rod motor are connected to the wings on two sides through the extension arm and the turntable respectively.

[0015] Further, it further comprises a high-definition camera arranged at the front end of the fuselage body, and a laser radar arranged at the front end and the rear end of the fuselage body.

[0016] Further, at least one cargo suspension connecting piece is fixedly connected to the bottom of the fuselage body.

[0017] As can be seen from the above, the electric distributed rotor unmanned transport vehicle provided by the application avoids airflow interference through the design of the ducted rotor, improves the maneuverability by using a distributed independent tilting mechanism, and realizes accurate control by being equipped with an attitude adjusting system, and has the advantages of solving airflow interference, improving safety and enhancing the maneuverability. Attached Figure Description

[0018] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0019] Figure 1 This is a front view of the electric distributed rotor unmanned transport aircraft of the present invention;

[0020] Figure 2 This is a top view of the electric distributed rotor unmanned transport aircraft of the present invention;

[0021] Figure 3 This is an isometric view of the electric distributed rotor unmanned transport aircraft of the present invention;

[0022] Figure 4 for Figure 3 A magnified view of a section at point A in the middle;

[0023] Figure 5 This is a top view of the electric distributed rotor unmanned transport aircraft of the present invention in its first flight state;

[0024] Figure 6 This is an isometric view of the electric distributed rotor unmanned transport aircraft of the present invention in its first flight state;

[0025] Figure 7 for Figure 6 A magnified view of a section at point B in the middle;

[0026] Figure 8 This is a schematic diagram of the wing attitude adjustment mechanism controlling the wing in the first flight state in this invention;

[0027] Figure 9 This is a schematic diagram of the wing attitude adjustment mechanism controlling the wing in the second flight state in this invention.

[0028] In the diagram: 1. Main fuselage; 101. Internal support; 2. Wing; 21. First wing; 22. Second wing; 23. Third wing; 24. Fourth wing; 201. Wing frame; 3. Propeller; 4. Distributed rotor; 5. Landing support; 6. Cargo suspension connector; 7. High-definition camera; 8. LiDAR; 9. Wing attitude adjustment mechanism; 91. Adjustment power mechanism; 92. Telescopic arm; 93. Turntable. Detailed Implementation

[0029] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0030] To make the above-mentioned objects, features and advantages of the present invention more apparent and understandable, the present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0031] Reference Figures 1 to 9 As shown, this embodiment provides an electric distributed rotor unmanned transport aircraft, including a fuselage body 1, multiple wings 2, and multiple distributed rotors 4. The wings 2 are symmetrically arranged on opposite sides of the fuselage body 1, and each wing 2 has a propeller thruster 3 connected to its end. The wings 2 are rotatably connected to the fuselage body 1, and their horizontal attitude is adjusted by a wing attitude adjustment mechanism 9. The distributed rotors 4 are located at the rear of the wings 2, and each distributed rotor 4 is connected to the wing 2 via a rotating shaft, and is driven to rotate around the shaft by a tilting drive mechanism to adjust its tilt angle.

[0032] The main fuselage 1 can be made of lightweight composite materials, such as carbon fiber reinforced polymer or aluminum alloy honeycomb structure, to balance structural strength and weight control. Landing supports 5 are connected to both sides of the lower part of the main fuselage 1. The number of wings 2 can be four, symmetrically distributed in pairs on both sides of the fuselage, such as... Figure 2 As shown, the components are specifically the first wing 21, the second wing 22, the third wing 23, and the fourth wing 24. The airfoil of wing 2 can be a supercritical airfoil with a high lift coefficient or a laminar flow airfoil. The propeller 3 can be a brushless motor-driven variable-pitch propeller with a diameter ranging from 0.8 to 1.2 meters. The wing attitude adjustment mechanism 9 can include a servo motor-driven linkage mechanism or a hydraulically driven shaft mechanism to achieve 0-30 degree swing adjustment of wing 2 in the horizontal plane. The arrangement of the distributed rotors 4 includes, but is not limited to, a linear array or staggered arrangement along the trailing edge of wing 2, with a preferred diameter range for a single rotor being 0.3-0.5 meters. The tilt drive mechanism can employ a stepper motor with a harmonic reducer or a direct-drive torque motor to achieve independent adjustment of the rotor tilt angle within the range of 0-90 degrees.

[0033] Based on the aforementioned structure, the electric distributed rotor unmanned transport aircraft effectively solves the aerodynamic interference problem of the coaxial rotor system through the synergistic effect of the distributed rotor 4 and the adjustable attitude wing 2. Specifically, the independent tilting function of the distributed rotor 4 provides multi-directional thrust vectors, which, combined with the horizontal attitude adjustment of the wing 2, enables a smooth transition between hovering and cruise modes. Compared to traditional coaxial rotor designs, this structure avoids airflow interference between the upper and lower rotor layers, significantly reducing vibration levels. Simultaneously, the modular layout of the distributed propulsion system allows for precise control of thrust distribution while maintaining vertical takeoff and landing capabilities, thereby improving maneuverability in complex airspace environments.

[0034] Further optimization resulted in the distributed rotor 4 being a ducted rotor, comprising a ducted rotor base, a rotor, and an electric motor. The ducted rotor base is rotatably connected to wing 2, and the rotor is housed within the ducted rotor base. The electric motor drives the rotor's rotation. The distributed rotor 4's location at the rear of wing 2 and its ducted rotor design reduces the exposed area of ​​the rotating components, improving safety during near-ground operations.

[0035] In one specific embodiment, the ducted rotor base is rotatably connected to the wing 2 via bearings or a shaft, allowing the rotor to rotate around its axis under the action of a tilt drive mechanism to adjust its tilt angle. The rotor is made of lightweight composite material, and its blades are aerodynamically optimized to reduce noise and energy consumption. The electric motor is preferably a brushless DC motor, connected to the rotor main shaft via a reduction gear set, wherein the motor stator is fixed to the inner wall of the ducted rotor base, and the rotor is fixedly connected to the rotor drive shaft. The ducted rotor base adopts an annular shell structure, with guide grooves on its inner wall to improve airflow organization, and a protective flange on its outer edge to prevent foreign object intrusion. As a preferred embodiment, a waterproof sealing ring is provided at the connection between the ducted rotor base and the wing 2, and the power supply line of the electric motor uses shielded cable and is routed along the inside of the wing 2.

[0036] Therefore, this technical solution effectively solves the safety hazards of exposed rotors by encasing the rotor inside the base with a ducted structure. The annular duct not only prevents external objects from colliding with the rotor but also constrains the airflow generated by the rotor, reducing eddy current losses and improving aerodynamic efficiency. Furthermore, the ducted base provides a stable support structure for the rotor, and in conjunction with the tilt drive mechanism, it enables precise thrust direction control, thereby enhancing the aircraft's maneuverability. Compared with existing technologies, this design significantly improves safety and flight stability during near-ground operations while maintaining the advantages of distributed propulsion.

[0037] The scheme was further optimized so that the tilt drive mechanism independently controls the tilt angle of each distributed rotor 4.

[0038] In one specific embodiment, the tilt drive mechanism can be implemented in the following ways: each distributed rotor 4 is equipped with an independent servo motor, which is connected to the rotor shaft through a reduction gear set; or a linear motor drives a push rod mechanism, with the end of the push rod hinged to the rotor base; or a hydraulic cylinder is used as the actuator, connected to an onboard hydraulic pump station through hydraulic lines. The servo motor solution features fast response and high control precision; the linear motor solution has a compact structure and linearly controllable thrust; and the hydraulic drive can provide greater output torque. Furthermore, the tilt angle can be fed back in real time through a rotary encoder or Hall sensor, forming a closed-loop control system.

[0039] This technical solution allows for independent control of the tilt angle of each rotor, enabling individual adjustment of the thrust direction of each rotor. When a change in flight attitude is required, rotors at different positions can generate differentiated thrust components, thereby quickly generating the required torque. For example, during a turn, tilting the left rotor forward while the right rotor tilts backward generates a yaw moment. This design effectively solves the maneuverability lag problem caused by the overall tilting of traditional coaxial rotor systems, significantly improving the aircraft's maneuverability in complex environments. Compared with existing technologies, the independent tilting mechanism avoids aerodynamic interference from coaxial rotors and achieves more precise flight attitude adjustment through distributed thrust vector control.

[0040] The design was further optimized so that four distributed rotors 4 were evenly distributed on the rear array of each wing 2.

[0041] In one specific embodiment, the distributed rotors 4 are arranged linearly along the trailing edge of the wing 2, with the four rotors evenly spaced on one side of the wing 2. As a preferred implementation, the rotor spacing is determined through aerodynamic calculations to ensure that the wakes of each rotor do not interfere with each other. Furthermore, the rotors are installed at 70%-80% of the chord length of the wing 2 to optimize lift distribution. Structurally, the rotor base is fixedly connected to the rear spars of the wing 2 via a rotating shaft, wherein the axis of the rotating shaft is perpendicular to the spanwise direction of the wing 2. Thus, each rotor can independently tilt, with the tilt angle range designed to be ±90° to meet omnidirectional thrust requirements.

[0042] This technical solution effectively solves the aerodynamic interference problem of traditional coaxial rotor systems by precisely controlling the coordinated operation of four distributed rotors 4. Because the rotors adopt a non-coaxial discrete layout, the flow fields of each rotor are independent, avoiding vibration phenomena caused by airflow coupling. Simultaneously, the array distribution enables higher resolution thrust adjustment, and more precise attitude control can be achieved through differentiated rotor tilt angle combinations. Compared with the small rotors fixed to the blades in existing technologies, this solution concentrates the rotors on the trailing edge of the wing 2, reducing the risk of foreign object collisions and facilitating maintenance. Experimental data shows that the quadcopter layout can increase the lateral control moment by approximately 40%, significantly improving the aircraft's maneuverability in complex environments.

[0043] In one specific embodiment, the four wings 2 are arranged in a cross-symmetric layout, with the first wing 21 and the second wing 22 symmetrically distributed along the central axis of the fuselage body 1, and the third wing 23 and the fourth wing 24 symmetrically distributed along the central axis of the fuselage body 1. The roots of the wings 2 are rotatably connected to the fuselage body 1 via pivots, allowing the wings 2 to swing synchronously in the horizontal plane. As a preferred embodiment, the wings 2 are made of lightweight composite materials, and the ratio of wingspan to fuselage length is controlled within the range of 0.8-1.2. The mounting positions of the wings 2 are aerodynamically optimized, with the front wing 2 located at the leading 1 / 3 of the fuselage center of gravity and the rear wing 2 located at the trailing 1 / 4 of the fuselage center of gravity. Structurally, the wings 2 include a wing frame 201 and a wing skin. The wing frame 201 is located within the wing skin and provides support, and the end of the wing frame 201 is used to connect to the fuselage body 1.

[0044] Therefore, this technical solution achieves balanced thrust distribution while maintaining structural compactness through a symmetrical four-wing layout. Compared with existing technologies, the four-wing structure allows for an increase in the total number of distributed rotors to 16 (four rotors arranged at the rear of each wing). By increasing the number of thrust units, the load on individual rotors is reduced, effectively decreasing aerodynamic noise and improving system redundancy. Furthermore, the symmetrical layout ensures the aircraft achieves the same lift characteristics in any direction, solving the problem of insufficient stability in crosswind conditions inherent in traditional twin-wing layouts. In practical implementation, by adjusting the difference in horizontal sway angle between the front and rear wing groups, rapid adjustments to flight attitude can be achieved, meeting the agile maneuvering requirements of urban logistics transportation.

[0045] Further optimize the plan, such as Figure 8 and Figure 9As shown, the wing attitude adjustment mechanism 9 is used to control the swinging of the wing 2 in the horizontal plane. It includes an adjustment power mechanism 91, a telescopic arm 92, and a turntable 93. The adjustment power mechanism 91 is fixedly installed on the internal support 101 of the fuselage body 1. Its output shaft is hinged to one end of the telescopic arm 92, and the other end of the telescopic arm 92 is hinged to the edge of the turntable 93. The turntable 93 is fixed to the root of the wing 2 and is rotatably connected to the fuselage body 1 through a bearing or a rotating shaft. Specifically, the turntable 93 is connected to the wing frame 201 of the wing 2. Multiple reinforcing ribs are provided at the connection position between the wing frame 201 and the turntable 93 to improve structural strength. At the same time, the wing frame 201 is slidably supported by the internal support 101.

[0046] It should be understood that, in practical applications, the adjusting power mechanism 91 can employ a servo motor, linear motor, or hydraulic cylinder, among other power devices. The servo motor is connected to the telescopic arm 92 via a reducer, enabling precise angle control. The telescopic arm 92 can be made of aluminum alloy tubing or carbon fiber composite material, with both ends connected to the output shaft of the power mechanism and the turntable 93 via universal joints. The turntable 93 is preferably a lightweight honeycomb structure with multiple hinge points on its edges to accommodate installation requirements of telescopic arms 92 of different sizes. As a preferred embodiment, the bearings are angular contact ball bearings to withstand the combined axial and radial loads generated during the wing 2's movement.

[0047] In one specific embodiment, the adjusting power mechanism 91 is a dual-axis push rod motor, and the two telescopic ends of the dual-axis push rod motor are connected to the two wings 2 on both sides through the telescopic arm 92 and the turntable 93, respectively.

[0048] A dual-axis pushrod motor is a linear drive device with two independent output shafts, each capable of independently controlling telescopic movement. In practice, it can be implemented using electric, hydraulic, or pneumatic pushrods. Electric pushrods, driven by a motor-driven lead screw and nut mechanism, achieve linear motion and offer high control precision and fast response. As a preferred embodiment, the dual-axis pushrod motor incorporates a position sensor to provide real-time feedback on the displacement of the telescopic arm 92, thereby achieving closed-loop control of the wing 2's swing angle. The connection between the turntable 93 and the root of the wing 2 can be secured with flange bolts or welded to ensure reliable torque transmission. Self-lubricating bearings are installed at the hinge points between the telescopic arm 92, the pushrod motor, and the turntable 93 to reduce friction. By synchronously driving the horizontal swing of both wings 2 with the dual-axis pushrod motor, the torque imbalance problem inherent in traditional single-axis drive mechanisms is solved. Due to the symmetrical output characteristic of the dual-axis pushrod motor, the swing angles of both wings 2 are strictly synchronized, avoiding fuselage deflection torque caused by asynchrony.

[0049] It should be understood that each of the two wings can be individually connected to a separate adjustable power mechanism 91, achieving independent dual-axis control. The advantage of independent dual-axis control is that it allows for fine-tuning compensation of one wing 2. When encountering asymmetrical loads such as crosswinds, flight stability can be maintained by adjusting the extension and retraction of the single-axis push rod. Compared with single-axis drive, this structure can improve the accuracy and reliability of wing 2 attitude adjustment, providing a guarantee for the stable flight of the unmanned transport aircraft in complex airflow environments.

[0050] Therefore, this technical solution achieves precise angle adjustment of wing 2 within a horizontal range of 0-30 degrees by converting the linear motion of the power mechanism into the rotational motion of the turntable 93. Compared with the existing method of tilting the main rotor as a whole, this solution has the following advantages: First, independently controlling the swing angle of each wing 2 can generate an asymmetrical lift distribution, thereby quickly changing the aircraft's roll attitude; second, the mechanical transmission structure is simple and reliable, avoiding the maintenance problems caused by complex hydraulic systems; finally, the modular design facilitates adjustment of the number and layout of wings 2 according to different mission requirements. Experimental verification shows that the aircraft using this adjustment mechanism has an approximately 40% improvement in lateral stability under crosswind conditions, and its maneuver response time is reduced to 1 / 3 of that of the traditional structure.

[0051] Further optimization of the scheme allows the wing attitude adjustment mechanism 9 to drive the wing 2 to swing within a horizontal plane at an angle range of 0-30 degrees. In one specific embodiment, this angle range is achieved through a linkage structure between the turntable 93 and the telescopic arm 92. The turntable 93 is fixedly connected to the root of the wing 2, one end of the telescopic arm 92 is hinged to the adjustment power mechanism 91, and the other end is hinged to the edge of the turntable 93. As a preferred embodiment, the adjustment power mechanism 91 employs a dual-axis push rod motor, whose extension stroke and hinge point position are calculated and determined to precisely limit the rotation angle of the turntable 93 to within 30 degrees. For example, the swing range can be doubly constrained by setting mechanical limit blocks or electronic angle sensors.

[0052] like Figure 8 As shown, in the first flight state, the dual-axis push rod motor controls the telescopic arm 92 to retract to the beginning of its stroke, and the two wings 2 are in the same straight line or in an angle close to 180 degrees, which is suitable for better control of flight speed and flight attitude during uniform horizontal flight or horizontal acceleration flight.

[0053] like Figure 9 As shown, in the second flight state, the dual-axis push rod motor controls the telescopic arm 92 to extend to the end of its stroke, and the two wings 2 are controlled by the wing attitude adjustment mechanism 9 to rotate in the opposite direction by 30 degrees, so that the two wings 2 are in an unfolded attitude with an angle of nearly 120 degrees, which is suitable for better maintaining balance and controlling flight attitude during vertical take-off or landing.

[0054] Therefore, this technical solution solves the problem of reduced aerodynamic efficiency caused by excessive deflection in existing technologies by limiting the maximum angle of horizontal wing 2. When wing 2 wobbles within the range of 0-30 degrees, it allows for flexible adjustment of flight attitude while avoiding vortex separation caused by excessive deflection angles. Compared with existing technologies, this solution significantly improves lift stability during cruise while maintaining maneuverability. Specifically, the angle limitation keeps wing 2 within the optimal angle of attack range, reducing lateral moment fluctuations caused by asymmetric lift, thereby improving the aircraft's control precision.

[0055] The design was further optimized by installing a high-definition camera 7 at the front of the main body 1, and LiDAR 8 at the front and rear of the main body 1.

[0056] The high-definition camera 7 uses a CMOS sensor with over 2 megapixels, supports 1080P resolution video acquisition, and achieves a pitch angle adjustment range of -30 degrees to +90 degrees via a gimbal mechanism. The lidar 8 uses a 16-line or 32-line specification, with a scanning frequency of no less than 10Hz, a detection range of up to 100 meters, a horizontal field of view of 360°, and a vertical field of view of 30 degrees. The front-end lidar 8 is mounted on a bracket tilted at 15° below the nose, while the rear-end lidar 8 is fixed to the top of the vertical tail. As a preferred implementation, camera and radar data are transmitted to the flight control computer via a CAN bus, and a timestamp synchronization mechanism is used to achieve multi-source sensor information fusion.

[0057] This solution constructs a stereo perception system by combining forward vision and omnidirectional laser ranging. A high-definition camera 7 identifies two-dimensional features of the runway / obstacles, while dual lidar sensors 8 generate a three-dimensional environmental model. This enables precise altitude measurement during takeoff and landing, real-time monitoring of the aircraft during cruise, and eliminates blind spots typical of single-sensor systems. Simultaneously, it avoids airflow interference from coaxial rotors, and the redundant design enhances reliability, laying the hardware foundation for autonomous obstacle avoidance and precise landing.

[0058] In a further optimized design, at least one cargo suspension connector 6 is fixedly attached to the bottom of the main body 1. The cargo suspension connector 6 can adopt various structural forms, including, but not limited to, rigid hooks, electromagnetic chucks, quick-release rings, etc., in one specific embodiment.

[0059] In one implementation, the cargo suspension connector 6 is preferably a rigid hook structure, which is fixed to the load-bearing frame at the bottom of the fuselage body 1 by bolts or welding, with the hook opening direction perpendicular to the flight direction. Furthermore, the installation position of the cargo suspension connector 6 is determined according to the fuselage's center of gravity distribution; preferably, a single connector is installed on the longitudinal axis of symmetry, or two connectors are arranged equidistantly on both sides of the axis of symmetry. When using a hook structure, mechanical locking can be achieved in conjunction with the corresponding attachment point on the top of the cargo box, and the rigid connection method ensures that the cargo does not undergo relative displacement during transportation.

[0060] As another implementation method, when using an electromagnetic chuck, the goods can be automatically unhooked by controlling the power supply, which can solve the problems of low loading efficiency and poor adaptability in the prior art, and make it easier to realize automated loading and unloading operations. In this embodiment, other connection methods will not be described in detail.

[0061] In the description of this invention, it should be understood that the terms "longitudinal", "lateral", "up", "down", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this invention, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this invention.

[0062] The embodiments described above are merely preferred embodiments of the present invention and are not intended to limit the scope of the present invention. Various modifications and improvements made by those skilled in the art to the technical solutions of the present invention without departing from the spirit of the present invention should fall within the protection scope defined by the claims of the present invention.

Claims

1. An electric distributed rotor unmanned transport aircraft, characterized in that, include Main body of the fuselage (1); Multiple wings (2) are symmetrically arranged on opposite sides of the fuselage body (1), and each wing (2) is connected to a propeller (3) at its end; the wings (2) are rotatably connected to the fuselage body (1) and their horizontal attitude is adjusted by the wing attitude adjustment mechanism (9); Multiple distributed rotors (4) are located on the rear side of the wing (2). Each distributed rotor (4) is connected to the wing (2) via a rotating shaft and is driven to rotate around the shaft by a tilting drive mechanism to adjust the tilt angle.

2. The electric distributed rotor unmanned transport aircraft according to claim 1, characterized in that, The distributed rotor (4) is a ducted rotor, comprising: A ducted rotor base is rotatably connected to the wing (2); The rotor is located within the ducted rotor base; An electric motor is used to drive the rotor to rotate.

3. The electric distributed rotor unmanned transport aircraft according to claim 1 or 2, characterized in that, The tilt drive mechanism independently controls the tilt angle of each distributed rotor (4).

4. The electric distributed rotor unmanned transport aircraft according to claim 3, characterized in that, Each of the wings (2) has four distributed rotors (4) evenly distributed on its rear side array.

5. The electric distributed rotor unmanned transport aircraft according to claim 1, characterized in that, The number of wings (2) is four, which are symmetrically arranged on opposite sides of the fuselage body (1).

6. The electric distributed rotor unmanned transport aircraft according to claim 1 or 5, characterized in that, The wing attitude adjustment mechanism (9) is used to control the swing of the wing (2) in the horizontal plane. It includes an adjustment power mechanism (91), a telescopic arm (92) and a turntable (93). The adjustment power mechanism (91) is fixedly installed on the internal support (101) of the fuselage body (1). Its output shaft is hinged to one end of the telescopic arm (92). The other end of the telescopic arm (92) is hinged to the edge of the turntable (93). The turntable (93) is fixed to the root of the wing (2) and is rotatably connected to the fuselage body (1) through a bearing or a rotating shaft.

7. The electric distributed rotor unmanned transport aircraft according to claim 6, characterized in that, The wing attitude adjustment mechanism (9) drives the wing (2) to swing in the horizontal plane at an angle range of 0-30 degrees.

8. The electric distributed rotor unmanned transport aircraft according to claim 6, characterized in that, The adjustment power mechanism (91) is a dual-axis push rod motor. The two telescopic ends of the dual-axis push rod motor are connected to the two wings (2) on both sides through telescopic arms (92) and turntables (93), respectively.

9. The electric distributed rotor unmanned transport aircraft according to claim 1, characterized in that, It also includes a high-definition camera (7) located at the front of the main body (1), and lidar (8) located at the front and rear of the main body (1).

10. The electric distributed rotor unmanned transport aircraft according to claim 1, characterized in that, At least one cargo suspension connector (6) is fixedly attached to the bottom of the fuselage body (1).

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