Vertical take-off and landing aircraft and method of controlling the same

Abstract

This invention relates to the field of aircraft technology, specifically to a vertical takeoff and landing (VTOL) aircraft and its control method. The VTOL aircraft includes a tailless flying wing fuselage. Multiple drag rudders are mounted on the trailing edges of the left and right wing surfaces of the fuselage. These drag rudders can deflect vertically, generating differential drag through asymmetric deflection to provide yaw control torque for the fuselage. A tiltrotor quadcopter system is also mounted on the fuselage. The left and right propellers of the tiltrotor quadcopter system can differentially adjust their speed to further assist in providing yaw control torque. This invention significantly improves the aircraft's crosswind resistance during VTOL by eliminating the vertical takeoff and landing phase, while also achieving better aerodynamic efficiency during level flight. The integrated drag rudders and tiltrotor quadcopter system on the fuselage provide yaw control torque, thereby improving the aircraft's directional stability.

Description

Technical Field

[0001] This invention relates to the field of aircraft technology, specifically to a vertical takeoff and landing aircraft and its control method. Background Technology

[0002] Currently, most mainstream vertical takeoff and landing (VTOL) aircraft rely on the vertical tail to generate the necessary yaw control moment for directional control and maintaining directional stability during flight. However, during this critical vertical takeoff and landing phase, the vertical tail significantly weakens the aircraft's resistance to crosswinds, posing challenges to flight safety and handling qualities. To improve system safety redundancy, existing technologies typically add redundant power systems, but this inevitably increases the overall system complexity, weight, and cost, while also limiting the space for optimization in the aircraft's aerodynamic and structural design.

[0003] The information disclosed in this background section is intended only to enhance the understanding of the overall background of the invention and should not be construed as an admission or in any way implying that the information constitutes prior art known to those skilled in the art. Summary of the Invention

[0004] The purpose of this invention is to overcome the shortcomings of the prior art and provide a vertical take-off and landing aircraft and its control method to solve the problem that the vertical tail causes the aircraft to have weak crosswind resistance during the vertical take-off phase.

[0005] To solve the above-mentioned technical problems, the present invention is implemented using the following technical solution: On one hand, the present invention provides a vertical takeoff and landing aircraft, including a tailless flying wing fuselage, wherein multiple drag rudders are provided on the trailing edges of the left and right wing surfaces of the fuselage, the drag rudders can deflect up and down, and differential drag is generated through asymmetric deflection to provide yaw control torque for the fuselage; the fuselage is also equipped with a tilt-rotor system, wherein the left and right propellers of the tilt-rotor system can differentially adjust speed to assist in providing yaw control torque.

[0006] Furthermore, the drag rudder includes a left wing rudder group and a right wing rudder group symmetrically arranged on the left and right sides of the fuselage.

[0007] Furthermore, both the left-wing control surface group and the right-wing control surface group include an inner control surface and an outer control surface, and the chord length of the outer control surface is greater than the chord length of the inner control surface.

[0008] Furthermore, both the inner and outer control surfaces are split structures, with each control surface driven and controlled by an independent servo motor.

[0009] Furthermore, the deflection range of each control surface is between -30° and +30°.

[0010] On the other hand, the present invention provides a method for controlling the vertical takeoff and landing aircraft described in the first aspect, characterized in that it includes: Determine whether the aircraft is in the vertical takeoff and landing phase or the level flight phase; During the vertical takeoff and landing phase, all drag rudders should be in the closed position. During level flight, the drag rudder is deflected according to flight control commands to generate the required control torque.

[0011] Furthermore, the deflection of the drag rudder during the level flight phase includes at least one of the following operations: The drag rudders of the left and right wing control surfaces are asymmetrically deflected to generate yaw control torque. The drag rudders of the left and right wing control surfaces are controlled to deflect upward or downward synchronously to generate pitch control torque. The drag rudders of the left and right wing control surfaces are deflected in the opposite direction to generate a roll control torque.

[0012] Furthermore, it also includes: The drag rudders of the left and right wing control surfaces are deflected in the same direction but by different amounts, so that the aircraft can simultaneously generate pitching moment, rolling moment and yaw moment to perform compound maneuvering flight.

[0013] Furthermore, the deflections in the same direction but of different amounts include the following modes: Upper bias mode: When the deflection of the left wing control surface group is less than that of the right wing control surface group, the aircraft rolls to the right, yaws to the right, and climbs simultaneously. When the upward deflection of the left wing control surface group is greater than that of the right wing control surface group, the aircraft rolls to the left, yaws to the left, and climbs simultaneously. Downward bias mode: When the downward deflection of the left wing control surface group is less than that of the right wing control surface group, the aircraft rolls to the left, yaws to the right, and descends simultaneously. When the downward deflection of the left wing control surface group is greater than that of the right wing control surface group, the aircraft rolls to the right, yaws to the left, and descends simultaneously.

[0014] Furthermore, it also includes yaw cooperative control: The drag rudders of the left and right wing control surfaces are asymmetrically deflected to generate the first yaw moment. At the same time, the left and right propellers of the tilt-rotor system are differentially speed-regulated to generate a second yaw torque; The first yaw moment and the second yaw moment together constitute the total yaw control moment of the aircraft.

[0015] Compared with the prior art, the beneficial effects achieved by the present invention are as follows: This invention provides a vertical takeoff and landing (VTOL) aircraft with a tailless flying wing design. Eliminating the tail significantly improves the aircraft's crosswind resistance during VTOL and also provides superior aerodynamic efficiency during level flight. The aircraft integrates drag rudders and a tiltrotor system. During VTOL, all drag rudders are controlled to close to maximize crosswind resistance. During level flight, the drag rudders are deflected according to flight control commands to generate the required control torque, and the tiltrotor system is differentially controlled to provide yaw control torque, thereby improving the aircraft's directional stability. Attached Figure Description

[0016] To more clearly illustrate the technical solutions in the embodiments of the present invention, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying 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.

[0017] Figure 1 This is a structural plan view of the vertical takeoff and landing aircraft provided in Embodiment 1 of the present invention; Figure 2 This is a schematic diagram of the vertical takeoff and landing aircraft provided in Embodiment 1 of the present invention; Figure 3 This is a logic diagram of the vertical takeoff and landing aircraft control method provided in Embodiment 2 of the present invention; Figure 4 This is a schematic diagram of the vertical takeoff and landing aircraft provided in Embodiment 2 of the present invention during the vertical takeoff and landing phase; Figure 5 This is a schematic diagram of the structure of the vertical takeoff and landing aircraft provided in Embodiment 2 of the present invention when yawing to the left; Figure 6 This is a schematic diagram of the structure of the vertical takeoff and landing aircraft provided in Embodiment 2 of the present invention when yawing to the right; Figure 7 This is a schematic diagram of the vertical takeoff and landing aircraft during descent provided in Embodiment 2 of the present invention; Figure 8 This is a schematic diagram of the vertical take-off and landing aircraft during its climb, provided in Embodiment 2 of the present invention. Figure 9 This is a schematic diagram of the structure of the vertical takeoff and landing aircraft provided in Embodiment 2 of the present invention when it rolls to the left; Figure 10 This is a schematic diagram of the structure of the vertical takeoff and landing aircraft provided in Embodiment 2 of the present invention when it rolls to the right; Figure 11 This is a schematic diagram of the structure of the vertical takeoff and landing aircraft provided in Embodiment 2 of the present invention when it rolls to the right, yaws to the right and climbs at the same time; Figure 12 This is a schematic diagram of the structure of the vertical takeoff and landing aircraft provided in Embodiment 2 of the present invention when it rolls to the left, yaws to the left, and climbs simultaneously; Figure 13 This is a schematic diagram of the structure of the vertical takeoff and landing aircraft provided in Embodiment 2 of the present invention when it rolls to the left, yaws to the right, and descends simultaneously; Figure 14 This is a schematic diagram of the structure of the vertical takeoff and landing aircraft provided in Embodiment 2 of the present invention when it rolls to the right, yaws to the left, and descends simultaneously; In the diagram: 1: Airframe; 2: Drag rudder; 3: Tiltrotor system. Detailed Implementation

[0018] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. 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 should fall within the scope of protection of the present invention.

[0019] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of the invention described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus. Example 1:

[0020] Currently, most mainstream vertical takeoff and landing (VTOL) aircraft rely on the vertical tail to generate the necessary yaw control moment to achieve directional control and maintain directional stability during flight. However, in this critical phase of VTOL, the vertical tail significantly weakens the aircraft's resistance to crosswinds, posing challenges to flight safety and handling qualities.

[0021] To improve system safety redundancy, existing technologies typically add redundant power systems. For example, traditional flying wing aircraft are usually equipped with vertical tail fins or ventral fins to maintain directional stability. However, this approach inevitably increases the overall complexity, weight, and cost of the system, while also limiting the space for optimization in the aerodynamic and structural design of the aircraft.

[0022] See Figure 1-2 This embodiment provides a vertical takeoff and landing (VTOL) aircraft, including a tailless flying wing fuselage 1. Compared with the prior art, this embodiment completely eliminates the inherent defect of poor crosswind resistance caused by the tail during the VTOL phase by eliminating the tail, thereby enhancing the aircraft's handling stability and environmental adaptability during the critical phase of VTOL.

[0023] Meanwhile, the tailless flying wing layout adopted in this embodiment eliminates drag caused by the vertical tail during level flight, improving the economy of flight time and range, and facilitating higher overall aerodynamic efficiency. Furthermore, the fundamental improvement in crosswind resistance reduces reliance on redundant power systems, providing greater flexibility for optimizing the power system, energy layout, and structural design, thus contributing to a more compact, lightweight, and high-performance overall aircraft configuration.

[0024] In this embodiment, multiple drag rudders 2 are provided on the trailing edges of the left and right wings of the fuselage 1. The drag rudders 2 can deflect up and down to generate differential drag through asymmetric deflection to provide yaw control torque for the fuselage 1.

[0025] The drag rudder 2 includes a left wing rudder group and a right wing rudder group symmetrically arranged on the left and right sides of the fuselage 1. In a preferred embodiment, both the left wing rudder group and the right wing rudder group include an inner rudder surface and an outer rudder surface, and the chord length of the outer rudder surface is greater than the chord length of the inner rudder surface.

[0026] Specifically, both outer control surfaces are located on each side wing surface away from the longitudinal centerline of the fuselage 1, while the two inner control surfaces are relatively close to the centerline. By arranging the control surfaces with longer chords on the outer side, a larger roll moment and yaw moment can be obtained at the same deflection angle, thereby significantly improving the aircraft's control response speed and control efficiency in the roll and yaw directions.

[0027] In this embodiment, both the inner and outer control surfaces are split structures, each control surface is driven and controlled by an independent servo motor, and the deflection range of each control surface is between -30° and +30°.

[0028] Specifically, both the inner and outer control surfaces include independently movable upper and lower control surfaces. The upper and lower control surfaces are rotatably mounted on the same mounting base on the trailing edge of the wing, and their connection method is unrestricted; for example, it can be achieved through a hinge or a pivot. The upper and lower control surfaces can move synchronously, such as simultaneously deflecting upwards or downwards; they can also move in opposite directions, i.e., one deflecting upwards and the other downwards, thus forming a split structure.

[0029] The servo motor is installed inside the wing, and its output shaft is connected to the control surface. It receives commands from the flight control system to precisely control the deflection angle of the control surface, enabling individual adjustment of each control surface. The deflection range of each control surface is designed to be -30° to +30°. 0° corresponds to the closed state where the control surface is flush with the wing surface, resulting in the smoothest aerodynamic shape and least drag. ±30° corresponds to the maximum deflection angle of the control surface, at which the largest lateral projected area is obtained, thereby generating the maximum yaw or roll control torque.

[0030] In this embodiment, the fuselage 1 is also equipped with a tilting quadcopter system 3, and the left and right propellers of the tilting quadcopter system 3 are capable of differential speed regulation to assist in providing yaw control torque.

[0031] Specifically, during the vertical takeoff and landing phase, all drag rudders 2 are kept closed to maintain a smooth aerodynamic shape. In this state, the lateral pressure difference caused by crosswinds is significantly reduced compared to a configuration with a vertical tail, thereby greatly improving the aircraft's crosswind resistance and handling stability during vertical takeoff and landing.

[0032] When the aircraft is in level flight, the drag rudder 2 is driven to deflect according to the flight control command to generate the required control torque; at the same time, the left and right propellers of the tilting quadcopter system 3 can be controlled to perform differential speed regulation to assist in providing yaw control torque.

[0033] Furthermore, this embodiment achieves yaw, pitch, roll, and compound maneuver control respectively by controlling the left and right wing control surface groups to perform asymmetric deflection, synchronous deflection, reverse deflection, or deflection of different amounts in the same direction, thereby meeting the multiple requirements for directional stability and maneuverability during level flight. Simultaneously, when no maneuvering is required, the drag rudder 2 can remain closed to minimize cruise drag, further improving the aerodynamic efficiency and economy of the aircraft.

[0034] In summary, this embodiment employs a split drag rudder 2 located on the trailing edge of the wing to replace the traditional vertical tail and multiple independent control surfaces. This rudder surface generates differential drag through asymmetrical opening, effectively providing directional stability and control functions. Furthermore, it can participate in roll and pitch control through differential or symmetrical deflection, thus integrating three-axis control capabilities into a single actuation mechanism. This design, while ensuring controllability, significantly reduces the number of actuation mechanisms and the corresponding structural weight, lowers system complexity and manufacturing costs, improves the functional integration and responsiveness of the control system, and provides more feasible solutions for flight control strategies. Example 2:

[0035] See Figure 3 This embodiment provides a method for controlling a vertical takeoff and landing aircraft as described in Embodiment 1, comprising: Determine whether the aircraft is in the vertical takeoff and landing phase or the level flight phase; During the vertical takeoff and landing phase, all drag rudders should be in the closed position. During level flight, the drag rudder is deflected according to flight control commands to generate the required control torque.

[0036] Specifically, during the vertical takeoff and landing phase, the core control of the aircraft lies in directional stability and crosswind resistance. Through the tailless flying wing configuration, the aircraft provided in this embodiment already possesses excellent crosswind resistance. Therefore, further... Figure 4 The control system keeps all drag rudders closed, maintaining a smooth aerodynamic shape for the aircraft, thereby further enhancing its crosswind resistance and handling stability during vertical takeoff and landing.

[0037] At this stage, the aircraft's attitude and position control are entirely achieved by the tilt-rotor system through speed regulation. The following is a detailed description: When the rotational speed of the tiltrotor system increases, the aircraft is in an ascending state; conversely, when the rotational speed decreases, the aircraft is in a descending state.

[0038] When the rotational speed of the left propeller of the tiltrotor system is greater than that of the right propeller, the aircraft rolls to the right and produces a lateral movement to the right; conversely, when the rotational speed of the left propeller is less than that of the right propeller, the aircraft rolls to the left and produces a lateral movement to the left.

[0039] When the rotational speed of the front propeller of the tiltrotor system is greater than that of the rear propeller, the aircraft generates a pitching moment, tilts backward, and moves backward; conversely, when the rotational speed of the front propeller is less than that of the rear propeller, the aircraft generates a pitching moment, tilts forward, and moves forward.

[0040] When the diagonal propellers of the tiltrotor system rotate at different speeds, the aircraft achieves yaw control. Specifically, when the speed of one pair of diagonal propellers increases simultaneously while the speed of the other pair decreases simultaneously, the aircraft yaws to the left; conversely, the aircraft yaws to the right.

[0041] In summary, during the vertical takeoff and landing (VTOL) phase, this embodiment completely eliminates the inherent defect of poor crosswind resistance caused by the vertical tail during the VTOL phase through a tailless flying wing configuration, enhancing the aircraft's handling stability and environmental adaptability during the critical VTOL phase. Simultaneously, keeping all drag rudders closed avoids additional aerodynamic interference, providing the aircraft with an optimal wind-resistant environment.

[0042] During level flight, the inherent directional stability of the tailless flying wing configuration becomes apparent. To address this, this embodiment replaces the traditional vertical tail with a split drag rudder to achieve integrated control of the directional, roll, and pitch axes. While providing directional stability and yaw control, it can also participate in roll and pitch control through differential or symmetrical deflection, offering more feasible options for flight control strategies.

[0043] Specifically, during level flight, driving the drag rudder to deflect according to flight control commands to generate the required control torque includes at least one of the following operations: The drag rudders of the left and right wing control surfaces are asymmetrically deflected to generate yaw control torque.

[0044] The drag rudders of the left and right wing control surfaces are controlled to deflect upward or downward synchronously to generate pitch control torque.

[0045] The drag rudders of the left and right wing control surfaces are deflected in the opposite direction to generate a roll control torque.

[0046] The drag rudders of the left and right wing control surfaces are deflected in the same direction but by different amounts, so that the aircraft can simultaneously generate pitching moment, rolling moment and yaw moment to perform compound maneuvering flight.

[0047] The yaw control also includes cooperative control: The drag rudders of the left and right wing control surfaces are asymmetrically deflected to generate the first yaw moment. At the same time, the left and right propellers of the tilt-rotor system are differentially speed-regulated to generate a second yaw torque; The first yaw moment and the second yaw moment together constitute the total yaw control moment of the aircraft.

[0048] The specific operation will be described in detail below with reference to the accompanying drawings: During yaw control, the drag rudder serves as the primary control surface, undertaking the main attitude control function. The tiltrotor system primarily provides forward thrust and can also assist in yaw control as needed.

[0049] See Figure 5 When the aircraft needs to yaw to the left, the drag rudder of the left wing control surface group is opened, while the drag rudder of the right wing control surface group remains closed; at the same time, the speed of the right propeller of the tilt-rotor system is controlled to be greater than that of the left propeller, generating a counterclockwise torque to assist in left yaw.

[0050] See Figure 6 When the aircraft needs to yaw to the right, the drag rudder of the right wing control surface group is opened, while the drag rudder of the left wing control surface group remains closed; at the same time, the speed of the left propeller of the tilt-rotor system is controlled to be greater than that of the right propeller, generating a clockwise torque to assist in right yaw.

[0051] In summary, when the drag rudder is engaged, a yaw moment is generated, which enables the aircraft to achieve directional stability. The larger the yaw angle, the greater the yaw moment generated, thereby achieving precise control of the yaw angle.

[0052] Specifically, the aircraft's yaw direction is the same as the side with the drag rudder engaged: when the drag rudder of the left wing control group is engaged, the aircraft yaws to the left; when the drag rudder of the right wing control group is engaged, the aircraft yaws to the right. When the drag rudders of the left and right wing control groups are engaged to different degrees, the aircraft will yaw towards the side with the greater engagement. That is, when the engagement angle of the drag rudder of the left wing control group is greater than that of the right wing control group, the aircraft yaws to the left; when the engagement angle of the drag rudder of the right wing control group is greater than that of the left wing control group, the aircraft yaws to the right.

[0053] At the same time, the left and right propellers of the tilt-rotor system can perform differential speed regulation to assist in providing yaw control torque, forming a coordinated control and redundancy backup with the drag rudder.

[0054] See Figure 7 During pitch control, when the aircraft needs to descend, the drag rudders of the left and right wing control surfaces are deflected synchronously downwards to generate a nose-down moment. See also... Figure 8 When the aircraft needs to climb, the drag rudders of the left and right wing control surfaces are deflected upwards in sync to generate a pitching moment.

[0055] See Figure 9 During roll control, when the aircraft needs to roll to the left, the drag direction rudder of the left wing control surface group is deflected upwards, and the drag direction rudder of the right wing control surface group is deflected downwards to generate a roll torque. See also Figure 10When the aircraft needs to roll to the right, the drag direction of the left wing control surface group is deflected downwards, and the drag direction of the right wing control surface group is deflected upwards, in order to generate a rolling torque.

[0056] In compound maneuvering, when the drag rudders of the left and right wing control surfaces deflect in the same direction but by different amounts, the aircraft can simultaneously generate pitch, roll, and yaw moments, performing coordinated turning maneuvers with climb or descent. Specifically, this includes: Upper bias mode: see Figure 11 When the deflection of the left wing control surface group is less than that of the right wing control surface group, the aircraft rolls to the right, yaws to the right, and climbs simultaneously; see also Figure 12 When the upward deflection of the left wing control surface group is greater than that of the right wing control surface group, the aircraft rolls to the left, yaws to the left, and climbs simultaneously.

[0057] Downward bias mode: See Figure 13 When the downward deflection of the left wing control surface group is less than that of the right wing control surface group, the aircraft rolls to the left, yaws to the right, and descends simultaneously; see also Figure 14 When the downward deflection of the left wing control surface group is greater than that of the right wing control surface group, the aircraft rolls to the right, yaws to the left, and descends simultaneously.

[0058] In summary, the vertical takeoff and landing aircraft control method provided in this embodiment has modal adaptability. During the vertical takeoff phase, the drag rudder is closed to keep the airframe smooth to resist crosswinds and enhance the directional stability of the aircraft. During the level flight phase, the drag rudder is opened, and through specific deflection logic, it simultaneously provides control torque and control stabilization functions in the three axes of yaw, roll and pitch, realizing multiple uses of one rudder.

[0059] The specific embodiments described above do not constitute a limitation on the scope of protection of this invention. Those skilled in the art should understand that various modifications, combinations, sub-combinations, and substitutions can be made according to design requirements and other factors. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this invention should be included within the scope of protection of this invention.

Claims

1. A vertical takeoff and landing aircraft, characterized in that, The airframe includes a tailless flying wing (1), on which multiple drag rudders (2) are provided on the trailing edges of the left and right wings. The drag rudders (2) can deflect up and down, generating differential drag through asymmetrical deflection to provide yaw control torque for the airframe (1). The airframe (1) is also equipped with a tilt-rotor system (3), on which the left and right propellers of the tilt-rotor system (3) can differentially adjust speed to assist in providing yaw control torque.

2. The vertical takeoff and landing aircraft according to claim 1, characterized in that, The drag rudder (2) includes a left wing rudder group and a right wing rudder group symmetrically arranged on the left and right sides of the fuselage (1).

3. The vertical takeoff and landing aircraft according to claim 2, characterized in that, Both the left-wing control surface group and the right-wing control surface group include an inner control surface and an outer control surface, and the chord length of the outer control surface is greater than the chord length of the inner control surface.

4. The vertical takeoff and landing aircraft according to claim 3, characterized in that, Both the inner and outer control surfaces are split structures, and each control surface is driven and controlled by an independent servo motor.

5. The vertical takeoff and landing aircraft according to claim 4, characterized in that, Each control surface has a deflection range between -30° and +30°.

6. A method for controlling a vertical takeoff and landing aircraft as described in any one of claims 1-5, characterized in that, include: Determine whether the aircraft is in the vertical takeoff and landing phase or the level flight phase; During the vertical takeoff and landing phase, all drag rudders should be in the closed position. During level flight, the drag rudder is deflected according to flight control commands to generate the required control torque.

7. The control method according to claim 6, characterized in that, The deflection of the rudder during the level flight phase includes at least one of the following operations: The drag rudders of the left and right wing control surfaces are asymmetrically deflected to generate yaw control torque. The drag rudders of the left and right wing control surfaces are controlled to deflect upward or downward synchronously to generate pitch control torque. The drag rudders of the left and right wing control surfaces are deflected in the opposite direction to generate a roll control torque.

8. The control method according to claim 7, characterized in that, Also includes: The drag rudders of the left and right wing control surfaces are deflected in the same direction but by different amounts, so that the aircraft can simultaneously generate pitching moment, rolling moment and yaw moment to perform compound maneuvering flight.

9. The control method according to claim 8, characterized in that, The deflections in the same direction but of different amounts include the following modes: Upper bias mode: When the deflection of the left wing control surface group is less than that of the right wing control surface group, the aircraft rolls to the right, yaws to the right, and climbs simultaneously. When the upward deflection of the left wing control surface group is greater than that of the right wing control surface group, the aircraft rolls to the left, yaws to the left, and climbs simultaneously. Downward bias mode: When the downward deflection of the left wing control surface group is less than that of the right wing control surface group, the aircraft rolls to the left, yaws to the right, and descends simultaneously. When the downward deflection of the left wing control surface group is greater than that of the right wing control surface group, the aircraft rolls to the right, yaws to the left, and descends simultaneously.

10. The control method according to claim 7, characterized in that, It also includes yaw cooperative control: The drag rudders of the left and right wing control surfaces are asymmetrically deflected to generate the first yaw moment. At the same time, the left and right propellers of the tilt-rotor system are differentially speed-regulated to generate a second yaw torque; The first yaw moment and the second yaw moment together constitute the total yaw control moment of the aircraft.

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