Aircraft

Abstract

The utility model provides an aircraft. The aircraft comprises an aircraft body, a first power assembly, a second power assembly and a third power assembly. The aircraft body comprises wings. The first power assembly is rotatably connected to the wing. The second power assembly is rotatably connected to the machine body. The third power assembly is connected to the machine body. The third power assembly is a fixed power assembly. And the third power assembly is in a vertical state. The aircraft provided by the embodiment of the utility model is beneficial to improving the adaptability of the aircraft and reducing the degree of environmental limitation in the use process of the aircraft.

Description

Technical Field

[0001] The present application relates to the field of aircraft technology, and in particular to an aircraft. Background Art

[0002] The aircraft is a kind of flying device that can be remotely piloted. The operator can use the operating device to remotely control the take-off, landing, and cruise flight of the aircraft. The aircraft can be used in scenes such as surveying and mapping, aerial photography, transportation, or exploration. In the related art, the aircraft can be a fixed-wing aircraft or a rotary-wing aircraft. A fixed-wing aircraft may include a fixed wing and a propeller disposed on the fixed wing. The axis of rotation of the propeller is located in a horizontal plane. The propeller only generates horizontal power to achieve take-off, landing, or cruise flight of the aircraft. A rotary-wing aircraft may include a plurality of cantilevers and a propeller disposed at the end of the cantilever. The axis of rotation of the propeller is located in a vertical plane. The rotary-wing aircraft can achieve vertical lift and fall through the lift generated by the propeller. However, the power components of both types of aircraft are fixed power components, which have limitations in use and affect the adaptability of the aircraft. Utility Model Content

[0003] The embodiments of the present application provide an aircraft, which is beneficial to improving the adaptability of the aircraft, reducing the degree to which the use of the aircraft is restricted by the environment, and improving the adaptability of the aircraft to various scenarios.

[0004] An embodiment of the present application provides an aircraft, which includes a body, a first power assembly, a second power assembly, and a third power assembly.

[0005] The fuselage includes a wing. The first power assembly is rotatably connected to the wing. The second power assembly is rotatably connected to the fuselage. The third power assembly is connected to the fuselage. The third power assembly is a fixed power assembly. The third power assembly is in an erected state.

[0006] The aircraft of the embodiment of the present application includes a first power assembly, a second power assembly and a third power assembly for providing power. The first power assembly and the second power assembly are respectively rotatable power assemblies, so that the direction of the power provided can be adjusted as needed. The third power assembly is a fixed power assembly, and the direction of the power provided does not change in the startup state. The first power assembly, the second power assembly and the third power assembly work in coordination with each other so that the aircraft can take off and land on a runway that meets the take-off and landing conditions or achieve vertical take-off and landing at a landing field that meets the take-off and landing conditions, so that the take-off and landing mode of the aircraft can be relatively flexible, which is conducive to improving the adaptability of the aircraft and reducing the degree to which the use of the aircraft is restricted by the environment. The first power assembly and the second power assembly can provide power for the aircraft to cruise, so that the aircraft can have a relatively high cruising speed, which is conducive to improving the adaptability of the aircraft to various scenarios.

[0007] In some achievable embodiments, the first power assembly rotates relative to the wing to switch between the laid-down state and the erected state. The second power assembly rotates relative to the body to switch between the laid-down state and the erected state. The first power assembly and the second power assembly in the laid-down state can respectively provide power in the horizontal direction. The first power assembly, the second power assembly, and the third power assembly in the erected state can respectively provide power in the vertical direction.

[0008] In some achievable embodiments, the fuselage further comprises a connecting rod, the connecting rod is connected to the wing, the second power assembly is rotatably connected to the connecting rod, and the second power assembly rotates relative to the connecting rod to switch between the laid-down state and the erected state.

[0009] The connecting rod itself is relatively small in size and has a relatively small windward surface, which is beneficial to reducing the resistance of the aircraft, improving the endurance of the aircraft or increasing the maximum cruising speed of the aircraft. The connecting rod itself is relatively light in weight, which is beneficial to reducing the total weight of the aircraft and improving the endurance of the aircraft.

[0010] In some achievable embodiments, the fuselage further comprises a second driver. The second driver is connected to the second power assembly. The second driver is used to drive the second power assembly to rotate relative to the wing. The connecting rod is provided with the second driver.

[0011] In some achievable embodiments, the second power assembly includes a second propeller. The second propeller has a second rotation axis. The second power assembly is in a laid-down state. The second rotation axis is located in a horizontal plane or has an angle with the horizontal plane.

[0012] An embodiment of the present application provides an aircraft, which includes a body, a first power assembly, a second power assembly, and a third power assembly.

[0013] The body includes a wing. The first power assembly is rotatably connected to the wing. The second power assembly is connected to the body. The second power assembly is a fixed power assembly. The third power assembly is connected to the body. The third power assembly is a fixed power assembly. The third power assembly is in an erected state.

[0014] The aircraft of the embodiment of the present application includes a first power assembly, a second power assembly and a third power assembly for providing power. The first power assembly is a rotatable power assembly so that the direction of the power provided can be adjusted as needed. The second power assembly and the third power assembly are both fixed power assemblies, and the direction of the power provided does not change in the startup state. The first power assembly, the second power assembly and the third power assembly work in coordination with each other so that the aircraft can achieve vertical takeoff and landing at a landing field that meets the take-off and landing conditions, which is beneficial to improving the adaptability of the aircraft and reducing the degree to which the use of the aircraft is restricted by the environment. The first power assembly can provide power for the aircraft to cruise, so that the aircraft can have a relatively high cruising speed, which is beneficial to improving the adaptability of the aircraft to various scenarios.

[0015] In some achievable embodiments, the first power assembly rotates relative to the wing to switch between a laid-down state and an erected state. The second power assembly is in a laid-down state or an erected state. The first power assembly and the second power assembly in the laid-down state can respectively provide power in the horizontal direction. The first power assembly and the third power assembly in the erected state can respectively provide power in the vertical direction. Alternatively, the first power assembly in the laid-down state can provide power in the horizontal direction. The first power assembly, the second power assembly, and the third power assembly in the erected state can respectively provide power in the vertical direction.

[0016] In some achievable embodiments, the first power assembly is disposed at an end of the wing along the length direction of the wing.

[0017] The end of the wing is far away from the fuselage, so there is a relatively large distance between the first power assembly and the fuselage. The first power assembly can effectively avoid the windward surface of the wing, which is conducive to reducing the possibility of the first power assembly having an adverse effect on the airflow state at the wing.

[0018] In some achievable embodiments, the first power assembly is disposed on the outer side of the wing along the length direction of the wing.

[0019] Since the first power assembly is completely outside the wing, when the first power assembly rotates relative to the wing, the wing can completely avoid the first power assembly, so that the wing does not need to be additionally provided with a structure to avoid the first power assembly, reducing the difficulty of the structural design of the wing. In addition, the center of gravity of the first power assembly can be located on the rotation axis of the first power assembly, and the center of gravity of the wing can also be located on the rotation axis of the first power assembly, which is conducive to ensuring that the center of gravity of the first power assembly and the center of gravity of the wing are coplanar, so as to ensure the structural stability of the aircraft. The rotation axis of the first power assembly can be located in a horizontal plane. The horizontal plane is a reference plane. The horizontal plane is perpendicular to the vertical direction.

[0020] In some achievable embodiments, the second power assembly is disposed on the wing. Along the length direction of the wing, the first power assembly and the second power assembly are spaced apart.

[0021] There is a distance between the first power assembly and the second power assembly, which is beneficial to reducing the degree of airflow interference between the first power assembly and the second power assembly.

[0022] In some achievable embodiments, the third power assembly is disposed on the wing. Along the width direction of the wing, the second power assembly and the third power assembly are spaced apart.

[0023] There is no interference between the installation positions of the second power assembly and the third power assembly, which is conducive to reducing the difficulty of arranging the second power assembly and the third power assembly in the machine body.

[0024] In some achievable embodiments, the wing includes a leading edge and a trailing edge opposite to each other along the width direction of the wing. The second power assembly is disposed on one side of the leading edge.

[0025] When the second power assembly is in the laid-down state, the second power assembly can provide slipstream lift for the wing in the working state, so that the wing obtains a relatively large lift.

[0026] In some achievable embodiments, the wing includes an opposite leading edge and a trailing edge along the width direction of the wing, and the third power assembly is disposed on one side of the trailing edge.

[0027] When the second power assembly and the third power assembly are in working state, the slipstream generated by the second power assembly in the laid-down state can disperse the slipstream generated by the third power assembly, which is beneficial to improving the output efficiency of the third power assembly and improving the lift provided by the third power assembly.

[0028] In some achievable embodiments, the second power assembly includes a second propeller. The second propeller has a second rotation axis. The third power assembly includes a third propeller. The third propeller has a third rotation axis. Along the width direction of the wing, in the second propeller and the corresponding third propeller, the second rotation axis and the third rotation axis are coplanar.

[0029] During the rotation of the second propeller from the laid-down state to the erected state, the second propeller and the third propeller are both in working state. When the second propeller and the third propeller are in working state, the slipstream generated by the second propeller during the rotation transition process can disperse the slipstream generated by the third propeller, which is beneficial to improving the output efficiency of the third propeller and improving the lift provided by the third propeller.

[0030] In some achievable embodiments, when the second power assembly is in an upright state, the second rotation axis has an angle with the vertical direction, so that the second power assembly has a reasonable aerodynamic design to ensure that the aircraft has good maneuverability.

[0031] In some feasible embodiments, the fuselage also includes a fuselage, wings are respectively arranged on both sides of the fuselage, and multiple second propellers are arranged at intervals along the length direction of the wings. When the second power assembly is in an upright state, the second rotation axes of the second propellers located on the same side of the fuselage are coplanar, and two adjacent second rotation axes intersect.

[0032] The orientations of two adjacent second propellers are different, which helps to ensure that the torques generated by the second power components are balanced, and helps the aircraft have good flight stability.

[0033] In some practicable embodiments, among the plurality of second propellers located on the same side of the fuselage, the second propeller close to the fuselage is tilted toward the fuselage.

[0034] The slipstream generated by the second propeller close to the fuselage can move away from the fuselage, which is beneficial to enhancing the heading control capability of the aircraft and ensuring the heading accuracy of the aircraft.

[0035] In some achievable embodiments, the fuselage further comprises a fuselage, and wings are respectively arranged on both sides of the fuselage. A second propeller is respectively arranged on both sides of the fuselage. When the second power assembly is in an erected state, the two second propellers are both inclined toward the fuselage, and the second rotation axes of the two second propellers are coplanar.

[0036] When the second propeller in the erected state is started, the second propeller can be used for heading control of the aircraft. Therefore, the second propeller is tilted toward the fuselage, so that the second propeller has a good aerodynamic design, so that when the second propeller in the erected state is started, the slipstream generated by the second propeller is away from the fuselage, which is conducive to enhancing the heading control ability of the aircraft and ensuring the heading accuracy of the aircraft. The second rotation axis of the second propellers on both sides of the fuselage are arranged in the same plane, which is conducive to ensuring the torque balance when the two second propellers work at the same time, and ensuring that the aircraft has good flight stability.

[0037] In some achievable embodiments, the third rotation axis has an angle with the vertical direction, so that the third power assembly has a reasonable aerodynamic design to ensure that the aircraft has good maneuverability.

[0038] In some achievable embodiments, the fuselage further comprises a fuselage, and wings are respectively arranged on both sides of the fuselage. A plurality of third propellers are arranged at intervals along the length direction of the wings. The third rotation axes of the third propellers located on the same side of the fuselage are coplanar, and two adjacent third rotation axes intersect.

[0039] The orientations of two adjacent third propellers are different, which helps to ensure that the torques generated by the third power components are balanced, and helps the aircraft have good flight stability.

[0040] In some feasible manners, among the plurality of third propellers located on the same side of the fuselage, the third propeller close to the fuselage is tilted toward the fuselage.

[0041] The slipstream generated by the third propeller close to the fuselage can move away from the fuselage, which is beneficial to enhancing the heading control capability of the aircraft and ensuring the heading accuracy of the aircraft.

[0042] In some achievable embodiments, the fuselage further comprises a fuselage, and wings are respectively arranged on both sides of the fuselage. A third propeller is respectively arranged on both sides of the fuselage. Both third propellers are inclined toward the fuselage, and the third rotation axes of the two third propellers are coplanar.

[0043] When the third propeller in the erected state is started, the third propeller can be used for heading control of the aircraft. Therefore, the way the third propeller is tilted toward the fuselage makes the third propeller have a good aerodynamic design, so that when the third propeller is started, the slipstream generated by the third propeller is away from the fuselage, which is conducive to enhancing the heading control ability of the aircraft and ensuring the heading accuracy of the aircraft. The setting method of the third rotation axis of the third propeller on both sides of the fuselage being coplanar is conducive to ensuring the torque balance when the two third propellers work at the same time, ensuring that the aircraft has good flight stability.

[0044] In some achievable embodiments, the wing includes a first limit portion and a second limit portion. The first power assembly includes a third limit portion. When the first power assembly rotates relative to the wing, the third limit portion moves synchronously relative to the first limit portion and the second limit portion. When the first power assembly is in a laid-down state, there is a gap between the first limit portion and the third limit portion. When the first power assembly is in an erected state, there is a gap between the second limit portion and the third limit portion.

[0045] During the cruising flight of the aircraft, the first power assembly is in a laid-down state. In the event that the first power assembly or the fuselage fails, causing the first power assembly to swing down under the action of its own gravity, the third limit portion will come into contact with the first limit portion. The first limit portion supports the first power assembly. Under the action of the first limit portion and the third limit portion contacting and limiting each other, the first power assembly can stop swinging down, so that the first power assembly will not swing down with an excessive amplitude, effectively avoiding the problem of tearing the wing due to the excessive swinging speed of the first power assembly.

[0046] During the vertical take-off and landing of the aircraft, the first power assembly is in an upright state. When a failure occurs in the first power assembly or the fuselage, causing the first power assembly to rotate close to the second limit portion under the action of its own gravity, the third limit portion will come into contact with the second limit portion. The second limit portion supports the first power assembly. Under the action of the second limit portion and the third limit portion contacting and limiting each other, the first power assembly can stop moving, so that the first power assembly will not move with an excessive amplitude, effectively avoiding the problem of tearing the wing due to the excessive swing amplitude and speed of the first power assembly.

[0047] In some achievable embodiments, the first power assembly includes a housing. The wing includes a first end face facing the housing. The housing includes a second end face facing the wing. The outer contour of the first end face matches the outer contour shape of the second end face. The outer contour of the first end face and the outer contour of the second end face have the same area.

[0048] Since the first end face and the second end face are contoured to each other, there is no step difference between the outer surface of the wing and the outer surface of the outer shell, which is conducive to ensuring a smooth transition between the outer surface of the wing and the outer surface of the outer shell, and reducing the possibility of airflow turbulence caused by unevenness between the outer surface of the wing and the outer surface of the outer shell, thereby affecting the flight stability.

[0049] In some achievable embodiments, the first power assembly includes a first propeller having a first rotation axis.

[0050] The first power assembly may be a propeller power assembly. The overall structural complexity of the propeller power assembly is relatively low, which is conducive to reducing the structural design difficulty of the first power assembly, improving the convenience of aircraft maintenance, and reducing maintenance costs. It is also conducive to reducing the overall weight of the first power assembly, which is conducive to overall weight reduction of the aircraft and improving the endurance of the aircraft.

[0051] In some achievable embodiments, when the first power assembly is in a laid-down state, the angle between the first rotation axis and the horizontal plane is a first predetermined angle. The value range of the first predetermined angle is -5° to 5°. When the first power assembly is in an erected state, the angle between the first rotation axis and the horizontal plane is a second predetermined angle. The value range of the second predetermined angle is 85° to 95°.

[0052] In some achievable embodiments, the first power assembly can be rotated to an inclined state. The first power assembly is in an inclined state. The angle between the first rotation axis and the horizontal plane is a third predetermined angle. The third predetermined angle is greater than the first predetermined angle, and the third predetermined angle is less than the second predetermined angle.

[0053] In some achievable ways, the fuselage further comprises a connecting rod. The second power assembly and / or the third power assembly are connected to the wing via the connecting rod. The connecting rod is arranged below the wing.

[0054] The wing has an upper surface and a lower surface relative to each other along the thickness direction of the wing. When the connecting rod is arranged under the wing, the connecting rod will not disrupt the airflow on the upper surface of the wing when the aircraft is cruising, so as to ensure the continuity of the airflow on the upper surface, thereby facilitating the wing to obtain a relatively good lift and improving the stability of the aircraft during flight.

[0055] In some achievable embodiments, the connecting rod has two opposite ends, and the second power assembly and the third power assembly are respectively disposed at the two ends of the connecting rod.

[0056] The second power assembly and the third power assembly can be connected to the same connecting rod. The number of connecting rods is relatively small, which is beneficial to reducing the resistance generated by the connecting rods, thereby helping to reduce the resistance of the aircraft.

[0057] In some achievable embodiments, the second power assembly is connected to the wing via a connecting rod, and the third power assembly is connected to the wing via another connecting rod.

[0058] Since the second power assembly and the third power assembly are each connected to the wing through a corresponding connecting rod, the second power assembly and the third power assembly are in a decoupled state. Therefore, during the rotation switching process of the second power assembly, the force will not be directly transmitted to the third power assembly through the connecting rod, which is beneficial to reduce the possibility of an unbalanced force state in the second power assembly and the third power assembly, and ensure the stable working state of the third power assembly.

[0059] In some possible implementations, the connecting rod is detachably connected to the wing.

[0060] When the aircraft is needed, the connecting rod can be assembled with the wing. After the aircraft is used, the connecting rod can be removed from the wing to improve the convenience of storage, transportation or carrying of the aircraft. In addition, when the second power assembly and the third power assembly are damaged, the connecting rod can be quickly removed from the wing to replace the new connecting rod, the second power assembly and the third power assembly, thereby improving the maintenance convenience of the aircraft.

[0061] In some practicable embodiments, one of the connecting rod and the wing includes a positioning recess, and the other includes a positioning protrusion that matches the positioning recess.

[0062] When the connecting rod is assembled with the wing, the connecting rod can be positioned by inserting and aligning the positioning recess and the positioning protrusion with each other to ensure that the connecting rod is accurately located at the position to be connected to the wing, thereby improving the assembly efficiency and the installation position accuracy of the connecting rod.

[0063] In some achievable embodiments, the fuselage further comprises a first driver. The wing is provided with the first driver. The first driver is connected to the first power assembly. The first driver is used to drive the first power assembly to rotate relative to the wing.

[0064] In some embodiments, the wing is a fixed wing.

[0065] In some achievable embodiments, the fuselage further includes a fuselage, and the wings are detachably connected to the fuselage.

[0066] When the aircraft is needed, the wings are assembled with the fuselage. After the aircraft is used, the wings are removed from the fuselage, thereby reducing the overall volume of the aircraft and reducing the space occupancy rate, so as to improve the convenience of storing, carrying or transporting the aircraft.

[0067] In some practicable embodiments, the wing is integrally formed with the fuselage. The connection strength between the wing and the fuselage is relatively large, so that the wing can bear a relatively large bending moment, which is beneficial to improving the structural stability and reliability of the wing and reducing the possibility of structural damage to the wing. BRIEF DESCRIPTION OF THE DRAWINGS

[0068] In order to more clearly illustrate the technical solutions in the present application or the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0069] Figure 1 A schematic diagram of the structure of an aircraft provided in one embodiment of the present application;

[0070] Figure 2 A schematic diagram of the structure of an aircraft provided in one embodiment of the present application;

[0071] Figure 3 A schematic diagram of the structure of an aircraft provided in one embodiment of the present application;

[0072] Figure 4 A schematic diagram of a partial exploded structure of an aircraft provided in one embodiment of the present application;

[0073] Figure 5 A schematic diagram of a partial structure of an aircraft provided in one embodiment of the present application;

[0074] Figure 6 A schematic diagram of the structure of an aircraft provided in one embodiment of the present application;

[0075] Figure 7 A schematic diagram of a partial exploded structure of an aircraft provided in one embodiment of the present application;

[0076] Figure 8 A schematic diagram of the structure of a first power assembly in a laid-down state provided in an embodiment of the present application;

[0077] Fig. 9 A schematic structural diagram of a first power assembly in an erected state provided in an embodiment of the present application;

[0078] Fig.10 A schematic diagram of the structure of a first power assembly in an inclined state provided in an embodiment of the present application;

[0079] Fig.11 A schematic diagram of the structure of an aircraft provided in one embodiment of the present application;

[0080] Fig.12 A schematic diagram of the structure of an aircraft provided in one embodiment of the present application;

[0081] Fig.13 A schematic diagram of the structure of an aircraft provided in one embodiment of the present application;

[0082] Fig.14 A schematic diagram of the structure of an aircraft provided in one embodiment of the present application;

[0083] Fig.15 A schematic diagram of the structure of an aircraft provided in one embodiment of the present application;

[0084] Fig.16 A schematic diagram of the structure of an aircraft provided in one embodiment of the present application.

[0085] Description of reference numerals:

[0086] 10. Aircraft;

[0087] 20. Body;

[0088] 21, wing; 21a, leading edge; 21b, trailing edge; 21c, upper surface; 21d, lower surface; 21e, end; 21f, first end surface; 211, flap; 212, first limiting portion; 213, second limiting portion;

[0089] 22, fuselage; 221, nose; 222, tail; 222a, tail wing; 222b, movable rudder;

[0090] 23. Landing gear;

[0091] 24. a first driver; 241. a first output shaft;

[0092] 25. Connecting rod;

[0093] 26. Second driver; 261. Second output shaft;

[0094] 30. first power assembly; 30a. first transfer shaft; 31. housing; 31a. second end surface; 32. third position-limiting portion; 33. first propeller; 34. first duct;

[0095] 40. second power assembly; 40a. second transfer shaft; 41. second propeller; 42. second duct;

[0096] 50. third power assembly; 51. third propeller; 52. third duct;

[0097] 60. Locate the recess;

[0098] 70. Position the convex part;

[0099] X, width direction;

[0100] Y, length direction;

[0101] Z, vertical direction;

[0102] R, rotation direction;

[0103] S1, first rotation axis;

[0104] S2, a first rotation axis;

[0105] S3, first rotation axis;

[0106] PM, horizontal plane. DETAILED DESCRIPTION

[0107] The aircraft of the embodiment of the present application can be a micro aircraft, a light aircraft, a medium aircraft, a large aircraft or an aircraft model, which is not specifically limited in the embodiment of the present application. The aircraft of the embodiment of the present application can be described by taking a drone as an example. The aircraft of the embodiment of the present application can use remote control technology to control the aircraft to achieve functions such as take-off, landing or aerial cruising flight.

[0108] Figure 1 as well as Figure 2 The structures of the aircraft 10 are schematically shown respectively. Figure 1 and Figure 2As shown, the aircraft 10 of the embodiment of the present application may include a fuselage 20, a first power assembly 30, a second power assembly 40 and a third power assembly 50. The fuselage 20 includes wings 21. The first power assembly 30, the second power assembly 40 and the third power assembly 50 are independently arranged so that each can be independently controlled.

[0109] The first power assembly 30 may be rotatably connected to the wing 21. The first power assembly 30 may be a rotatable power assembly, that is, the power direction provided by the first power assembly 30 may be changed. The position of the first power assembly 30 relative to the wing 21 may be changed. The position of the wing 21 of the body 20 itself does not change.

[0110] In some practicable embodiments, the first power assembly 30 rotates relative to the wing 21 to switch between a laid-down state and an erected state.

[0111] The first power assembly 30 in the erected state can be used to provide power in the vertical direction Z. For example, when the aircraft 10 needs to take off or land, the first power assembly 30 can be rotated to the erected state relative to the wing 21. During the take-off or landing process of the aircraft 10, the first power assembly 30 provides the aircraft 10 with power in the vertical direction Z.

[0112] The first power assembly 30 in the laid-down state can be used to provide power in the horizontal direction. The horizontal direction is perpendicular to the vertical direction Z. For example, after the aircraft 10 is launched, the aircraft 10 needs to fly horizontally to achieve cruising. At this time, the first power assembly 30 can be rotated to the laid-down state relative to the wing 21, so that the first power assembly 30 can provide power in the horizontal direction for the aircraft 10.

[0113] Taking the first power assembly 30 in the downed state as an initial state as an example, the first power assembly 30 can be rotated to the erected state relative to the wing 21. Taking the first power assembly 30 in the erected state as an initial state as an example, the first power assembly 30 can be rotated to the downed state relative to the wing 21.

[0114] The second power assembly 40 is rotatably connected to the body 20. The second power assembly 40 may be a rotatable power assembly. The position of the second power assembly 40 relative to the body 20 may be changed.

[0115] In some practicable embodiments, the second power assembly 40 rotates relative to the machine body 20 to switch between a laid-down state and an erected state.

[0116] The second power assembly 40 in the erected state can be used to provide power in the vertical direction Z. For example, when the aircraft 10 needs to take off or land, the first power assembly 30 and the second power assembly 40 can be rotated to the erected state relative to the wing 21. During the take-off or landing process of the aircraft 10, the first power assembly 30 and the second power assembly 40 can jointly provide power in the vertical direction Z for the aircraft 10.

[0117] The second power assembly 40 in the laid-down state can be used to provide horizontal power. For example, after the aircraft 10 is launched, the aircraft 10 needs to fly horizontally to achieve cruising. At this time, the first power assembly 30 and the second power assembly 40 can be rotated to the laid-down state relative to the wing 21, so that the first power assembly 30 and the second power assembly 40 can jointly provide horizontal power for the aircraft 10.

[0118] Taking the second power assembly 40 in the lying state as an initial state as an example, the second power assembly 40 can be rotated to the erected state relative to the machine body 20. Taking the second power assembly 40 in the erected state as an initial state as an example, the second power assembly 40 can be rotated to the lying state relative to the machine body 20.

[0119] The third power assembly 50 is connected to the body 20. The third power assembly 50 is a fixed power assembly. The relative position between the third power assembly 50 and the body 20 cannot be changed. The third power assembly 50 is in an erected state. The third power assembly 50 in an erected state can be used to provide power in the vertical direction Z. For example, when the aircraft 10 needs to take off or land, the first power assembly 30 and the second power assembly 40 can be rotated to an erected state. During the take-off or landing process of the aircraft 10, the first power assembly 30, the second power assembly 40 and the third power assembly 50 can jointly provide power in the vertical direction Z for the aircraft 10.

[0120] In the aircraft 10 of the present embodiment, the first power assembly 30 and the second power assembly 40 in the laid-down state can be used to provide power in the horizontal direction, respectively. The first power assembly 30, the second power assembly 40 and the third power assembly 50 in the erected state can be used to provide power in the vertical direction Z, respectively.

[0121] The aircraft 10 according to the embodiment of the present application may have a take-off mode, a cruise mode, and a landing mode.

[0122] In takeoff mode, see Figure 2As shown, the first power assembly 30 rotates to an erected state relative to the wing 21. The second power assembly 40 rotates to an erected state relative to the body 20. At this time, the first power assembly 30, the second power assembly 40 and the third power assembly 50 are all in an erected state. The first power assembly 30, the second power assembly 40 and the third power assembly 50 can respectively provide power in the vertical direction Z to pull up the aircraft 10 and realize vertical take-off of the aircraft 10.

[0123] In cruise mode, see Figure 1 As shown, the first power assembly 30 rotates from an upright state to a laid-down state relative to the wing 21. During the rotation process, the power direction provided by the first power assembly 30 gradually changes from the vertical direction Z to the horizontal direction. The second power assembly 40 rotates from an upright state to a laid-down state relative to the body 20. During the rotation process, the power direction provided by the second power assembly 40 gradually changes from the vertical direction Z to the horizontal direction. The third power assembly 50 stops working, so that the power provided by the third power assembly 50 gradually decreases. At this time, the first power assembly 30 and the second power assembly 40 jointly provide power in the horizontal direction, so that the aircraft 10 is in a cruising flight state.

[0124] In landing mode, see Figure 2 As shown, the first power assembly 30 rotates from the laid-down state to the erected state relative to the wing 21, and during the rotation process, the power direction provided by the first power assembly 30 gradually changes from the horizontal direction to the vertical direction Z. The second power assembly 40 rotates from the laid-down state to the erected state relative to the body 20, and during the rotation process, the power direction provided by the second power assembly 40 gradually changes from the horizontal direction to the vertical direction Z. The flight speed of the aircraft 10 gradually decreases.

[0125] The first power assembly 30 and the second power assembly 40 rotate to an upright state. The third power assembly 50 starts to enter a working state. The first power assembly 30, the second power assembly 40 and the third power assembly 50 can respectively provide power in the vertical direction Z, and the aircraft 10 can be in a hovering state. After aligning with the landing site, the height of the aircraft 10 can drop vertically. After the aircraft 10 vertically lands at the landing site, the first power assembly 30, the second power assembly 40 and the third power assembly 50 stop working.

[0126] In some other possible implementations, see Figure 1As shown, in the take-off mode, the first power assembly 30 rotates to a laid-down state relative to the wing 21. The second power assembly 40 rotates to a laid-down state relative to the body 20. At this time, the first power assembly 30 and the second power assembly 40 can respectively provide power in the horizontal direction, and the third power assembly 50 can be in a stopped working state (i.e., a non-starting state). When the first power assembly 30 and the second power assembly 40 provide power in the horizontal direction, the aircraft 10 can take off on a longer runway.

[0127] After the aircraft 10 takes off from the runway, the aircraft 10 can enter the cruise mode and be in a cruise flight state when the first power assembly 30 and the second power assembly 40 provide horizontal power.

[0128] In some other possible implementations, Figure 3 The structure of the aircraft 10 is schematically shown. Figure 3 As shown, the first power assembly 30 can be rotated to a tilted state relative to the wing 21, that is, in any state between the laid-down state and the erected state. The second power assembly 40 can be rotated to a tilted state relative to the body 20, that is, in any state between the laid-down state and the erected state. The first power assembly 30 and the second power assembly 40 in the tilted state can be used to provide power to enable the aircraft 10 to achieve take-off, cruising flight or landing functions. The aircraft 10 can take off or land on a relatively short runway. Exemplarily, the third power assembly 50 can be in a stopped working state.

[0129] The aircraft 10 of the embodiment of the present application includes a first power assembly 30, a second power assembly 40 and a third power assembly 50 for providing power. The first power assembly 30 and the second power assembly 40 are respectively rotatable power assemblies, so that the direction of the power provided can be adjusted as needed. The third power assembly 50 is a fixed power assembly, and the direction of the power provided does not change in the startup state. The first power assembly 30, the second power assembly 40 and the third power assembly 50 work together to enable the aircraft 10 to take off and land on a runway that meets the take-off and landing conditions or to achieve vertical take-off and landing at a landing field that meets the take-off and landing conditions, so that the take-off and landing mode of the aircraft 10 is relatively flexible, which is conducive to improving the adaptability of the aircraft 10 and reducing the degree to which the use process of the aircraft 10 is restricted by the environment. The first power assembly 30 and the second power assembly 40 can provide power for the aircraft 10 to cruise, so that the aircraft 10 can have a relatively high cruising speed, which is conducive to improving the adaptability of the aircraft 10 to various scenarios.

[0130] In the present application examples, see Figure 2As shown, the fuselage 20 may further include a fuselage 22. The fuselage 22 includes a nose 221 and a tail 222. The wing 21 is connected to the fuselage 22. In some examples, the connection between the wing 21 and the fuselage 22 is located between the nose 221 and the tail 222. Exemplarily, the wing 21 is connected to the top of the fuselage 22. Along the width direction X of the wing 21, the wing 21 has a leading edge 21a and a trailing edge 21b. The nose 221 is located on one side of the leading edge 21a of the wing 21. The tail 222 is located on one side of the trailing edge 21b of the wing 21. The length direction Y of the wing 21 is the extension direction of the wing 21. Along the length direction Y of the wing 21, the wing 21 has an end away from the fuselage 22. The end of the wing 21 is in a free state. The end of the wing 21 may be the wing tip of the wing 21.

[0131] In some examples, the wing 21 is a fixed wing, that is, after the wing 21 is connected to the fuselage 22, the position of the wing 21 is fixed and will not change relative to the fuselage 22, for example, the wing 21 will not rotate or pitch, etc. Wings 21 are respectively provided on both sides of the fuselage 22. The wings 21 on both sides of the fuselage 22 can be symmetrically arranged. Exemplarily, one wing 21 is provided on one side of the fuselage 22, and one wing 21 is provided on the other side. The embodiment of the present application does not specifically limit the number of wings 21. Exemplarily, the wing 21 can be a strip-shaped structural member. The length of the wing 21 is greater than the width of the wing 21.

[0132] The wing 21 may have a flap 211. The flap 211 may be used to adjust the roll angle of the aircraft 10. The tail 222 may have a tail 222a. For example, there may be two tails 222a. The two tails 222a may be arranged in a "V" shape. The tail 222a may be provided with an active rudder 222b. The active rudder 222b may be used to control the attitude of the aircraft 10, such as a pitch attitude or a yaw attitude.

[0133] The wing 21 of the embodiment of the present application is detachably connected to the fuselage 22. When the aircraft 10 is needed, the wing 21 is assembled with the fuselage 22. After the aircraft 10 is used, the wing 21 is removed from the fuselage 22, thereby reducing the overall volume of the aircraft 10 and reducing the space occupancy rate, so as to improve the convenience of storage, carrying or transportation of the aircraft 10.

[0134] Exemplarily, the wing 21 and the fuselage 22 can be detachably connected using fasteners such as screws or snap connectors such as buckles.

[0135] The wing 21 and the fuselage 22 of the embodiment of the present application can be an integrally formed structure. The connection strength between the wing 21 and the fuselage 22 is relatively large, so that the wing 21 can bear a relatively large bending moment, which is conducive to improving the structural stability and reliability of the wing 21 and reducing the possibility of structural damage to the wing 21.

[0136] The fuselage 20 of the embodiment of the present application may further include a landing gear 23. The landing gear 23 is disposed on the fuselage 22. The landing gear 23 can provide support for the aircraft 10 during takeoff or landing. During the landing of the aircraft 10, the landing gear 23 has a buffering effect to reduce the possibility of damage to the fuselage 22 caused by impact.

[0137] In the embodiment of the present application, Figure 4 The partially exploded structure of the aircraft 10 is schematically shown. Figure 4 As shown, the body 20 further includes a first driver 24. The wing 21 is provided with the first driver 24. The first driver 24 is connected to the first power assembly 30. The first driver 24 is used to drive the first power assembly 30 to rotate relative to the wing 21.

[0138] In some examples, the main body of the first driver 24 can be arranged inside the wing 21. The wing 21 can form a protection for the first driver 24. The first driver 24 has a first output part. The first output part is used to connect with the first power assembly 30. Exemplarily, the first output part can have a first output shaft 241. The axis of the first output shaft 241 can be the rotation axis of the first power assembly 30. The first power assembly 30 includes a first adapter shaft 30a. The first adapter shaft 30a has a plug hole. The first output shaft 241 and the plug hole of the first adapter shaft 30a are plugged into each other. The first adapter shaft 30a and the first output shaft 241 can be locked with a pin. The first adapter shaft 30a and the first output shaft 241 are respectively provided with a plug hole. After the first adapter shaft 30a is plugged into the first output shaft 241, the pin is inserted into the plug hole to fix the first adapter shaft 30a and the first output shaft 241 to prevent the first adapter shaft 30a from being separated from the first output shaft 241.

[0139] There is a gap between the first power assembly 30 and the wing 21 to avoid friction between the first power assembly 30 and the wing 21 during rotation, thereby avoiding structural damage to the first power assembly 30 and the wing 21 or jamming and setbacks during rotation of the first power assembly 30 due to friction between the first power assembly 30 and the wing 21. Exemplarily, the first power assembly 30 may include a housing 31. The first adapter shaft 30a is exposed outside the housing 31.

[0140] In some examples, the first driver 24 may be a steering gear or a servo motor.

[0141] In the embodiment of the present application, Figure 5 The partial structure of the aircraft 10 is schematically shown. Figure 2 and Figure 5As shown, the body 20 may further include a connecting rod 25. The connecting rod 25 is connected to the wing 21. The second power assembly 40 is rotatably connected to the connecting rod 25. Along the width direction X of the wing 21, there is a gap between the second power assembly 40 and the wing 21. The second power assembly 40 may be arranged at the end of the connecting rod 25.

[0142] In some examples, the second power assembly 40 rotates relative to the connecting rod 25 to switch between the laid-down state and the erected state.

[0143] The volume of the connecting rod 25 itself is relatively small, so that it has a relatively small windward surface, which is beneficial to reducing the resistance of the aircraft 10, and is beneficial to improving the endurance of the aircraft 10 or increasing the maximum cruising speed of the aircraft 10. The weight of the connecting rod 25 itself is relatively light, which is beneficial to reducing the total weight of the aircraft 10 and improving the endurance of the aircraft 10.

[0144] In some examples, the connecting rod 25 may be a straight rod. The axial direction of the connecting rod 25 is the same as the width direction X of the wing 21, so that the connecting rod 25 has a relatively small windward surface.

[0145] In the present application examples, see Figure 5 As shown, the body 20 may further include a second driver 26. The second driver 26 is connected to the second power assembly 40. The second driver 26 is used to drive the second power assembly 40 to rotate relative to the wing 21. The connecting rod 25 is provided with the second driver 26.

[0146] In some examples, the body of the second driver 26 can be arranged inside the connecting rod 25. The connecting rod 25 can form a protection for the second driver 26. The second driver 26 has a second output portion. The second output portion is used to be connected to the second power assembly 40. Exemplarily, the second output portion can be a second output shaft 261. The second power assembly 40 includes a second adapter shaft 40a. The second adapter shaft 40a has a plug hole. The plug holes of the second output shaft 261 and the second adapter shaft 40a are plugged into each other. The second adapter shaft 40a and the second output shaft 261 can be locked with a pin. The second adapter shaft 40a and the second output shaft 261 are respectively provided with a plug hole. After the second adapter shaft 40a is plugged into the second output shaft 261, the pin is inserted into the plug hole to fix the second adapter shaft 40a and the second output shaft 261 to prevent the second adapter shaft 40a from separating from the second output shaft 261.

[0147] There is a gap between the second power assembly 40 and the connecting rod 25 to avoid friction between the second power assembly 40 and the connecting rod 25 during rotation, thereby avoiding structural damage to the second power assembly 40 and the connecting rod 25 or jamming or stuttering during rotation of the second power assembly 40 due to friction between the second power assembly 40 and the connecting rod 25.

[0148] In some examples, the second driver 26 may be a steering gear or a servo motor.

[0149] In the embodiment of the present application, the second power assembly 40 and the third power assembly 50 are connected to the wing 21 through the connecting rod 25. Figure 2 As shown, the connecting rod 25 has two opposite ends. The second power assembly 40 and the third power assembly 50 are respectively arranged at the two ends of the connecting rod 25. The second power assembly 40 and the third power assembly 50 can be connected to the same connecting rod 25. The number of connecting rods 25 is relatively small, which is conducive to reducing the resistance generated by the connecting rod 25, thereby helping to reduce the resistance of the aircraft 10. After the second power assembly 40 and the third power assembly 50 are respectively assembled with the connecting rod 25, the connecting rod 25 is connected to the wing 21. Alternatively, after the connecting rod 25 is assembled with the wing 21, the second power assembly 40 and the third power assembly 50 are respectively connected to the connecting rod 25.

[0150] One end of the connecting rod 25 may be located on one side of the leading edge 21a of the wing 21, and the other end may be located on one side of the trailing edge 21b of the wing 21. In some examples, one of the second power assembly 40 and the third power assembly 50 may be disposed on one side of the leading edge 21a of the wing 21, and the other may be disposed on one side of the trailing edge 21b of the wing 21.

[0151] In some practicable embodiments, the second power assembly 40 or the third power assembly 50 is connected to the wing 21 via a connecting rod 25 . Figure 6 The structure of the aircraft 10 is schematically shown. Figure 6 As shown, the second power assembly 40 is connected to the wing 21 through a connecting rod 25, and the third power assembly 50 is connected to the wing 21 through another connecting rod 25, so that the second power assembly 40 and the third power assembly 50 are each connected to the wing 21 separately through different connecting rods 25. In the process of the second power assembly 40 rotating and switching states, the torque generated by the second power assembly 40 and the third power assembly 50 is unbalanced. In the embodiment of the present application, since the second power assembly 40 and the third power assembly 50 are each connected to the wing 21 separately through the corresponding connecting rod 25, the second power assembly 40 and the third power assembly 50 are in a decoupled state, so that in the process of the second power assembly 40 rotating and switching states, the force will not be directly transmitted to the third power assembly 50 through the connecting rod 25, which is conducive to reducing the possibility of the second power assembly 40 and the third power assembly 50 being in a force imbalance state, and ensuring the stability of the working state of the third power assembly 50.

[0152] In some examples, two connecting rods 25 are arranged at intervals along the length direction Y of the wing 21. The end of one connecting rod 25 is located on the side of the leading edge 21a of the wing 21, and the end of the other connecting rod 25 is located on the side of the trailing edge 21b of the wing 21. The second power assembly 40 and the third power assembly 50 are respectively arranged at the ends of the two connecting rods 25.

[0153] In some achievable embodiments, the connecting rod 25 is connected to the wing 21. The connecting rod 25 is disposed below the wing 21. Along the thickness direction of the wing 21, the wing 21 has an upper surface 21c and a lower surface 21d opposite to each other (see Figure 2 and Figure 4 The connecting rod 25 is located at the lower surface 21d of the wing 21. When the connecting rod 25 is arranged below the wing 21, the connecting rod 25 will not disrupt the airflow at the upper surface 21c of the wing 21 when the aircraft 10 is in a cruising flight state, so as to ensure the continuity of the airflow at the upper surface 21c, thereby facilitating the acquisition of relatively good lift on the wing 21 and improving the stability of the flight process of the aircraft 10.

[0154] In some examples, the connecting rod 25 is detachably connected to the wing 21. When the aircraft 10 needs to be used, the connecting rod 25 can be assembled with the wing 21. After the use of the aircraft 10 is over, the connecting rod 25 can be removed from the wing 21 to improve the convenience of storage, transportation or carrying of the aircraft 10. In addition, when the second power assembly 40 and the third power assembly 50 are damaged, the connecting rod 25 can be quickly removed from the wing 21 to replace new connecting rods 25, the second power assembly 40 and the third power assembly 50, thereby improving the maintenance convenience of the aircraft 10.

[0155] Exemplarily, the connecting rod 25 can be detachably connected to the wing 21 by means of fasteners such as screws or snap connectors such as buckles.

[0156] In some examples, Figure 7 The partially exploded structure of the aircraft 10 is schematically shown. Figure 7 As shown, one of the connecting rod 25 and the wing 21 includes a positioning recess 60, and the other includes a positioning protrusion 70 that matches the positioning recess 60. The positioning recess 60 and the positioning protrusion 70 can be matched in a plug-in manner. When the connecting rod 25 and the wing 21 are assembled, the positioning of the connecting rod 25 can be achieved by plugging and aligning the positioning recess 60 and the positioning protrusion 70 with each other, so as to ensure that the connecting rod 25 is accurately located at the position to be connected to the wing 21, thereby improving the assembly efficiency and the installation position accuracy of the connecting rod 25.

[0157] Exemplarily, a positioning protrusion 70 may be provided on the connecting rod 25. A positioning recess 60 may be provided on the wing 21. The positioning protrusion 70 may be in the shape of a conical protrusion. The cross section of the conical protrusion may be, but is not limited to, a circle. The positioning recess 60 may be in the shape of a conical hole. The cross section of the positioning recess 60 may be, but is not limited to, a circle.

[0158] In the embodiment of the present application, the first power assembly 30 is disposed at the end 21e of the wing 21 along the length direction Y of the wing 21. The end 21e of the wing 21 is away from the fuselage 22, so that there is a relatively large distance between the first power assembly 30 and the fuselage 22. The first power assembly 30 can effectively avoid the windward surface of the wing 21, which is conducive to reducing the possibility of the first power assembly 30 having an adverse effect on the airflow state at the wing 21.

[0159] In some examples, the wing 21 can be tilted toward the nose 221 so that the end 21e of the wing 21 is relatively close to the nose 221 to present a forward-swept wing state. Alternatively, the wing 21 can be tilted toward the tail 222 so that the end 21e of the wing 21 is relatively close to the tail 222 to present a swept wing state. Alternatively, the wing 21 is straight. The embodiment of the present application does not specifically limit the arrangement of the wing 21.

[0160] In some examples, along the length direction Y of the wing 21, the first power assembly 30 is disposed on the outside of the wing 21, that is, the first power assembly 30 is disposed on the side of the wing 21 away from the fuselage 22. The first power assembly 30 and the wing 21 are disposed side by side along the length direction Y of the wing 21. There is a gap between the first power assembly 30 and the wing 21, so that the first power assembly 30 and the wing 21 are in a non-contact state.

[0161] Since the first power assembly 30 is completely outside the wing 21, when the first power assembly 30 rotates relative to the wing 21, the wing 21 can completely avoid the first power assembly 30, so that the wing 21 does not need to be additionally provided with a structure to avoid the first power assembly 30, reducing the difficulty of the structural design of the wing 21. In addition, the center of gravity of the first power assembly 30 can be located on the rotation axis of the first power assembly 30, and the center of gravity of the wing 21 can also be located on the rotation axis of the first power assembly 30, which is conducive to ensuring that the center of gravity of the first power assembly 30 and the center of gravity of the wing 21 are coplanar, so as to ensure the structural stability of the aircraft 10. The rotation axis of the first power assembly 30 can be located in a horizontal plane. The horizontal plane belongs to the reference plane. The horizontal plane is perpendicular to the vertical direction Z.

[0162] For some examples, see Figure 4 and Figure 7As shown, the first power assembly 30 also includes a shell 31. The wing 21 includes a first end face 21f facing the shell 31. The shell 31 includes a second end face 31a facing the wing 21. The outer contour of the first end face 21f matches the outer contour shape of the second end face 31a. The outer contour of the first end face 21f is the same as the area defined by the outer contour of the second end face 31a. When the first power assembly 30 is in a laid-down state, the first end face 21f of the wing 21 is aligned with the second end face 31a of the shell 31. Since the first end face 21f and the second end face 31a are mutually contoured, there is no step difference between the outer surface of the wing 21 and the outer surface of the shell 31, which is conducive to ensuring a smooth transition between the outer surface of the wing 21 and the outer surface of the shell 31, reducing the possibility of airflow turbulence caused by unevenness between the outer surface of the wing 21 and the outer surface of the shell 31, affecting the flight stability.

[0163] Exemplarily, the first end surface 21f and the second end surface 31a may both be planes.

[0164] Exemplarily, the housing 31 has a boss protruding toward the wing 21. The second end surface 31a is provided on the boss.

[0165] In some examples, the wing 21 includes a first limit portion 212 and a second limit portion 213. The first power assembly 30 includes a third limit portion 32. When the first power assembly 30 rotates relative to the wing 21, the third limit portion 32 moves synchronously relative to the first limit portion 212 and the second limit portion 213. For example, along the rotation direction R of the first power assembly 30, the third limit portion 32 moves between the first limit portion 212 and the second limit portion 213. Along the rotation direction R of the first power assembly 30, the first limit portion 212 and the second limit portion 213 are arranged at intervals, and a rotation space is formed between the first limit portion 212 and the second limit portion 213 to ensure smooth rotation of the third limit portion 32.

[0166] When the first power assembly 30 is in the laid-down state, there is a gap between the first limiting portion 212 and the third limiting portion 32, that is, there is a non-contact state between the first limiting portion 212 and the third limiting portion 32. When the first power assembly 30 is in the erected state, there is a gap between the second limiting portion 213 and the third limiting portion 32, that is, there is a non-contact state between the second limiting portion 213 and the third limiting portion 32.

[0167] When the first power assembly 30 and the body 20 are in normal working state, the third limiting portion 32 will never come into contact with the first limiting portion 212 or the second limiting portion 213 .

[0168] During the cruising flight of the aircraft 10, the first power assembly 30 is in a laid-down state. When a fault occurs in the first power assembly 30 or the fuselage 20, causing the first power assembly 30 to swing down under the action of its own gravity, the third limiter 32 will come into contact with the first limiter 212. The first limiter 212 supports the first power assembly 30. Under the action of the first limiter 212 and the third limiter 32 contacting and limiting each other, the first power assembly 30 can stop swinging down, so that the first power assembly 30 will not swing down with an excessive amplitude, effectively avoiding the problem of tearing the wing 21 due to the excessive swinging speed of the first power assembly 30.

[0169] During the vertical take-off and landing of the aircraft 10, the first power assembly 30 is in an erected state. When a fault occurs in the first power assembly 30 or the body 20, causing the first power assembly 30 to rotate close to the second limit portion 213 under the action of its own gravity, the third limit portion 32 will come into contact with the second limit portion 213. The second limit portion 213 supports the first power assembly 30. Under the action of the second limit portion 213 and the third limit portion 32 contacting and limiting each other, the first power assembly 30 can stop moving, so that the first power assembly 30 will not move with an excessive amplitude, effectively avoiding the problem of tearing the wing 21 due to the excessive swing amplitude and swing speed of the first power assembly 30.

[0170] Exemplarily, the first limiting portion 212 , the second limiting portion 213 and the third limiting portion 32 may all be limiting blocks.

[0171] In the embodiment of the present application, the first power assembly 30 may be a propeller power assembly. The overall structural complexity of the propeller power assembly is relatively low, which is conducive to reducing the structural design difficulty of the first power assembly 30, improving the maintenance convenience of the aircraft 10, and reducing the maintenance cost. It is also conducive to reducing the overall weight of the first power assembly 30, which is conducive to the overall weight reduction of the aircraft 10 and improving the endurance of the aircraft 10.

[0172] The first power assembly 30 includes a first propeller 33. For example, in the first power assembly 30 in the laid-down state, the first propeller 33 may be located at one side of the leading edge 21a of the wing 21. The first propeller 33 has a first rotation axis S1.

[0173] Exemplarily, when the first power assembly 30 is in the laid-down state, the first rotation axis S1 is located in a horizontal plane. The first rotation axis S1 is a horizontal line.

[0174] For example, Figure 8 The structure of the first power assembly 30 in a laid-down state is schematically shown. Figure 8As shown, in the first power assembly 30 in the laid-down state, the first rotation axis S1 has an angle α with the horizontal plane PM. The angle α is a first predetermined angle. The value range of the first predetermined angle is -5° to 5°. For example, the angle α between the first rotation axis S1 and the horizontal plane PM can be -5° (see Figure 8 As shown). The first power assembly 30 is in a small angle downward tilt state. For example, the angle α between the first rotation axis S1 and the horizontal plane PM can be 5°. The first power assembly 30 is in a small angle upward tilt state. For another example, the angle α between the first rotation axis S1 and the horizontal plane PM can be 0°.

[0175] In the erected state of the first power assembly 30, the first propeller 33 may be higher than the upper surface 21c of the wing 21. In the erected state of the first power assembly 30, the first rotation axis S1 is located in a vertical plane. Exemplarily, the first rotation axis S1 is a vertical line.

[0176] For example, Fig. 9 The structure of the first power assembly 30 in an erected state is schematically shown. Fig. 9 As shown, in the first power assembly 30 in the erected state, the first rotation axis S1 has an angle with the vertical direction Z. The angle α between the first rotation axis S1 and the horizontal plane PM is a second predetermined angle. The value range of the second predetermined angle is 85° to 95°. For example, the angle α between the first rotation axis S1 and the horizontal plane PM can be 95° (see Fig. 9 As shown). The first power assembly 30 is in a small angle backward tilt state. For example, the angle α between the first rotation axis S1 and the horizontal plane PM can be 85°. The first power assembly 30 is in a small angle forward tilt state. For another example, the angle α between the first rotation axis S1 and the horizontal plane PM can be 90°.

[0177] For example, Fig.10 The structure of the first power assembly 30 in a tilted state is schematically shown. Fig.10 As shown, the first power assembly can be rotated to a tilted state so that the first power assembly provides power to the aircraft 10 in the current state. The first power assembly 30 in the tilted state has an angle α between the first rotation axis S1 and the horizontal plane. The angle α is a third predetermined angle. The third predetermined angle is greater than the first predetermined angle, and the third predetermined angle is less than the second predetermined angle.

[0178] For example, for the first power assembly 30 in the laid-down state, the angle α between the first rotation axis S1 and the horizontal plane PM may be -5° (see Figure 8). When the first power assembly 30 is in an upright state, the angle α between the first rotation axis S1 and the horizontal plane PM may be 95°. When the first power assembly 30 is in an inclined state, the angle α between the first rotation axis S1 and the horizontal plane PM may be 30°, 45° or 60°.

[0179] The horizontal plane PM and the vertical plane are perpendicular to each other. The horizontal plane PM and the vertical plane belong to the reference plane. The horizontal plane PM is perpendicular to the vertical direction Z. The vertical plane is perpendicular to the horizontal direction.

[0180] by Figure 1 The state shown is an example. During the cruising flight of the aircraft 10 , the first power assembly 30 is in a laid-down state. Figure 1 When the first propeller 33 on the right side rotates counterclockwise and the first propeller 33 on the left side rotates clockwise, the first power assembly 30 on the right side can generate a downward bending moment on the right wing 21, reducing the upward bending amount of the right wing 21. Correspondingly, the first power assembly 30 on the left side can generate a downward bending moment on the left wing 21, reducing the upward bending amount of the left wing 21. Therefore, the way of arranging the first power assembly 30 at the end 21e of the wing 21 can help reduce the bending amount of the wing 21, thereby helping to reduce the structural strength design requirements of the wing 21 and facilitate the lightweight design of the wing 21.

[0181] During the cruising flight of the aircraft 10, the first power assembly 30 is in a laid-down state. The upper surface 21c of the wing 21 is a low-pressure area, while the lower surface 21d is a high-pressure area. The airflow will generate vortices at the end 21e of the wing 21, thereby reducing the lift at the end 21e of the wing 21. Figure 1 The state shown is an example. The aircraft 10 of the embodiment of the present application, Figure 1 When the first propeller 33 on the right side rotates clockwise, the slipstream generated by the first propeller 33 on the right side can offset the vortex generated by the end 21e of the right wing 21, thereby facilitating the increase of the lift at the end 21e of the right wing 21. Correspondingly, when the first propeller 33 on the left side rotates counterclockwise, the slipstream generated by the first propeller 33 on the left side can offset the vortex generated by the end 21e of the left wing 21, thereby facilitating the increase of the lift at the end 21e of the left wing 21. Therefore, the first power assembly 30 is provided at the end 21e of the wing 21, and the first power assembly 30 includes the first propeller 33, which can be beneficial to increase the overall lift of the wing 21.

[0182] In some examples, the first rotation axes S1 of the first propellers 33 respectively disposed on both sides of the fuselage 22 can be disposed in the same plane. The first rotation axis S1 and the center of gravity of the fuselage 20 can be disposed in the same plane, which is conducive to improving the flight stability of the aircraft 10.

[0183] In some examples, for one first power assembly 30, the number of the first propeller 33 may be one. The number of blades of the first propeller 33 may be two or three, which is not specifically limited in the embodiment of the present application.

[0184] In some examples, the first power assembly 30 includes a drive motor. The first propeller 33 is connected to the drive motor. The drive motor can be used to drive the first propeller 33 to rotate. The axis of the output shaft of the drive motor can be the first rotation axis S1 of the first propeller 33. The drive motor can be disposed in the housing 31.

[0185] In the present application examples, see Figure 1 or Figure 6 As shown, the second power assembly 40 is disposed on the wing 21. The wing 21 can provide a mounting position for the second power assembly 40 to reduce the difficulty of arranging the second power assembly 40 and the difficulty of connecting the second power assembly 40 with the body 20.

[0186] The first power assembly 30 and the second power assembly 40 are spaced apart along the length direction Y of the wing 21. The first power assembly 30 and the second power assembly 40 are spaced apart from each other, which is conducive to reducing the degree of airflow interference between the first power assembly 30 and the second power assembly 40. The distance between the first power assembly 30 and the fuselage 22 is greater than the distance between the second power assembly 40 and the fuselage 22. The connection position of the first power assembly 30 and the wing 21 is located on the side of the connection position of the first power assembly 30 and the wing 21 away from the fuselage 22.

[0187] See also Figure 1 or Figure 6 As shown, the third power assembly 50 is arranged on the wing 21. The wing 21 can provide an installation position for the third power assembly 50 to reduce the difficulty of arranging the third power assembly 50 and the difficulty of connecting with the fuselage 20. Along the width direction X of the wing 21, the second power assembly 40 and the third power assembly 50 are arranged at intervals. There is no interference between the installation positions of the second power assembly 40 and the third power assembly 50, which is conducive to reducing the difficulty of arranging the second power assembly 40 and the third power assembly 50 on the fuselage 20.

[0188] In some examples, along the width direction X of the wing 21, the wing 21 includes a leading edge 21a and a trailing edge 21b opposite to each other. The second power assembly 40 is disposed on one side of the leading edge 21a. There is a distance between the second power assembly 40 and the wing 21. When the second power assembly 40 is in a laid-down state, the second power assembly 40 can provide a slipstream lift for the wing 21 in a working state, so that the wing 21 obtains a relatively large lift.

[0189] Along the width direction X of the wing 21, the third power assembly 50 is arranged on one side of the trailing edge 21b. There is a distance between the third power assembly 50 and the wing 21. When the second power assembly 40 and the third power assembly 50 are in working state, the slipstream generated by the second power assembly 40 in the laid-down state can disperse the slipstream generated by the third power assembly 50, which is beneficial to improving the output efficiency of the third power assembly 50 and improving the lift provided by the third power assembly 50. For example, see Figure 1 As shown, along the width direction X of the wing 21 , the second power assembly 40 is arranged corresponding to the third power assembly 50 .

[0190] In other examples, along the width direction X of the wing 21 , the second power assembly 40 may be disposed on one side of the trailing edge 21 b , and the third power assembly 50 may be disposed on one side of the leading edge 21 a .

[0191] In the present application examples, see Figure 1 or Figure 6 As shown, the second power assembly 40 may be a propeller-type power assembly. The second power assembly 40 includes a second propeller 41. The second propeller 41 has a second rotation axis S2.

[0192] In some examples, when the second power assembly 40 is in the laid-down state, the second rotation axis S2 of the second propeller 41 is located in a horizontal plane. The second rotation axis S2 is a horizontal line.

[0193] When the second power assembly 40 is in the erected state, the second rotation axis S2 forms an angle with the vertical direction Z (ie, the second rotation axis S2 is in an inclined state relative to the vertical direction Z).

[0194] In some other examples, the second rotation axis S2 of the second propeller 41 may also be located in a vertical plane. For example, the second rotation axis S2 may be a vertical line.

[0195] The third power assembly 50 may be a propeller-type power assembly. The third power assembly 50 includes a third propeller 51. The third propeller 51 has a third rotation axis S3. When the third power assembly 50 is in an erected state, the third rotation axis S3 has an angle with the vertical direction Z (i.e., the third rotation axis S3 is in an inclined state relative to the vertical direction Z).

[0196] In some other examples, the third rotation axis S3 of the third propeller 51 may also be located in a vertical plane. For example, the third rotation axis S3 may be a vertical line.

[0197] See also Figure 1As shown, along the width direction X of the wing 21, the second rotation axis S2 and the third rotation axis S3 of the second propeller 41 and the corresponding third propeller 51 are coplanar, so that a good aerodynamic design can be maintained between the second propeller 41 and the third propeller 51. During the rotation of the second propeller 41 from the laid-down state to the erected state, the second propeller 41 and the third propeller 51 are both in working state. When the second propeller 41 and the third propeller 51 are in working state, the slipstream generated by the second propeller 41 during the rotation transition process can disperse the slipstream generated by the third propeller 51, which is beneficial to improve the output efficiency of the third propeller 51 and the lift provided by the third propeller 51.

[0198] For example, in the erected second power assembly 40, the second rotation axis S2 of the second propeller 41 may be parallel to the third rotation axis S3 of the third propeller 51. In the laid-down second power assembly 40, the second rotation axis S2 of the second propeller 41 may be perpendicular to the third rotation axis S3 of the third propeller 51.

[0199] In some examples, for one second power assembly 40, the number of the second propeller 41 may be one. The number of blades of the second propeller 41 may be two or three, which is not specifically limited in the embodiment of the present application.

[0200] The second power assembly 40 includes a drive motor. The second propeller 41 is connected to the drive motor. The drive motor can be used to drive the second propeller 41 to rotate. The axis of the output shaft of the drive motor can be the second rotation axis S2 of the second propeller 41. The drive motor can be arranged on the connecting rod 25.

[0201] For one third power assembly 50, the number of the third propeller 51 may be one. The number of blades of the third propeller 51 may be two or three, which is not specifically limited in the embodiment of the present application.

[0202] The third power assembly 50 includes a drive motor. The third propeller 51 is connected to the drive motor. The drive motor can be used to drive the third propeller 51 to rotate. The axis of the output shaft of the drive motor can be the third rotation axis S3 of the third propeller 51. The drive motor can be arranged inside the connecting rod 25.

[0203] In some examples, on one wing 21 on one side of the fuselage 22, the number of the first power assembly 30, the second power assembly 40, and the third power assembly 50 can all be one. The first power assembly 30 on one side of the fuselage 22 is symmetrically arranged with the first power assembly 30 on the other side of the fuselage 22. The second power assembly 40 on one side of the fuselage 22 is symmetrically arranged with the second power assembly 40 on the other side of the fuselage 22. The third power assembly 50 on one side of the fuselage 22 is symmetrically arranged with the third power assembly 50 on the other side of the fuselage 22.

[0204] In the embodiment of the present application, the second power assembly 40 is in an upright state, and the second rotation axis S2 of the second propeller 41 has an angle with the vertical direction Z, so that the second power assembly 40 has a reasonable aerodynamic design to ensure that the aircraft 10 has good maneuverability.

[0205] For some examples, see Figure 1 or Figure 6 As shown, wings 21 are respectively provided on both sides of the fuselage 22. A second propeller 41 is respectively provided on both sides of the fuselage 22. One second propeller 41 is correspondingly provided on one wing 21. When the second power assembly 40 is in an erected state, the two second propellers 41 are both inclined toward the fuselage 22, and the second rotation axes S2 of the two second propellers 41 are coplanar.

[0206] When the second propeller 41 in the erected state is started, the second propeller 41 can be used for heading control of the aircraft 10. Therefore, the second propeller 41 is tilted toward the fuselage 22, so that the second propeller 41 has a good aerodynamic design, so that when the second propeller 41 in the erected state is started, the slipstream generated by the second propeller 41 is away from the fuselage 22, which is conducive to enhancing the heading control capability of the aircraft 10 and ensuring the heading accuracy of the aircraft 10. The second rotation axis S2 of the second propeller 41 on both sides of the fuselage 22 is arranged in the same plane, which is conducive to ensuring the torque balance when the two second propellers 41 work at the same time, and ensuring that the aircraft 10 has good flight stability.

[0207] In other examples, Fig.11 The structure of the aircraft 10 is schematically shown. Fig.11 As shown, along the length direction Y of the wing 21, a plurality of second propellers 41 are arranged at intervals. For example, a plurality of second power assemblies 40 may be arranged on a wing 21, and a second power assembly 40 includes a second propeller 41. When the second power assembly 40 is in an erected state, the second rotation axes S2 of the second propellers 41 located on the same side of the fuselage 22 are coplanar, and two adjacent second rotation axes S2 intersect, so that the orientations of the two adjacent second propellers 41 are different, which is conducive to ensuring that the torque generated by each second power assembly 40 is balanced, and is conducive to the aircraft 10 having good flight stability.

[0208] When the second power assembly 40 is in the laid-down state, the second rotation axes S2 of the second propellers 41 located on the same side of the fuselage 22 are coplanar, and the second rotation axes S2 are parallel to each other.

[0209] For example, among the plurality of second propellers 41 located on the same side of the fuselage 22, the second propeller 41 close to the fuselage 22 is tilted toward the fuselage 22. The slipstream generated by the second propeller 41 close to the fuselage 22 can be away from the fuselage 22, which is beneficial to enhancing the heading control capability of the aircraft 10 and ensuring the heading accuracy of the aircraft 10.

[0210] In the present application examples, see Figure 1 or Figure 6 As shown, the third power assembly 50 is in an upright state, and the third rotation axis S3 of the third propeller 51 has an angle with the vertical direction Z, so that the third power assembly 50 has a reasonable aerodynamic design to ensure that the aircraft 10 has good maneuverability.

[0211] In some examples, wings 21 are respectively provided on both sides of the fuselage 22. A third propeller 51 is respectively provided on both sides of the fuselage 22. One third propeller 51 is correspondingly provided on one wing 21. Both third propellers 51 are inclined toward the fuselage 22, and the third rotation axes S3 of the two third propellers 51 are coplanar.

[0212] When the third propeller 51 in the erected state is started, the third propeller 51 can be used for heading control of the aircraft 10. Therefore, the way in which the third propeller 51 is tilted toward the fuselage 22 makes the third propeller 51 have a good aerodynamic design, so that when the third propeller 51 is started, the slipstream generated by the third propeller 51 is away from the fuselage 22, which is conducive to enhancing the heading control capability of the aircraft 10 and ensuring the heading accuracy of the aircraft 10. The coplanar arrangement of the third rotation axes S3 of the third propellers 51 on both sides of the fuselage 22 is conducive to ensuring the torque balance when the two third propellers 51 work at the same time, and ensuring that the aircraft 10 has good flight stability.

[0213] For other examples, see Fig.11 As shown, along the length direction Y of the wing 21, a plurality of third propellers 51 are arranged at intervals. Exemplarily, a plurality of third power assemblies 50 may be arranged on a wing 21, and a third power assembly 50 includes a third propeller 51. When the third power assembly 50 is in an erected state, the third rotation axes S3 of the third propellers 51 located on the same side of the fuselage 22 are coplanar, and two adjacent third rotation axes S3 intersect, so that the orientations of the two adjacent third propellers 51 are different, which is conducive to ensuring that the torque generated by each third power assembly 50 is balanced, and is conducive to the aircraft 10 having good flight stability.

[0214] For one wing 21 , the number of second propellers 41 arranged on the leading edge 21 a side of the wing 21 may be the same as the number of third propellers 51 arranged on the trailing edge 21 b side, and along the width direction X of the wing 21 , the second propellers 41 and the third propellers 51 are arranged one-to-one.

[0215] For example, for one wing 21, two connecting rods 25 are provided on the wing 21. Two second power assemblies 40 are provided on one side of the leading edge 21a of the wing 21, and two third power assemblies 50 are provided on one side of the trailing edge 21b. One second power assembly 40 and one third power assembly 50 are provided at both ends of one connecting rod 25, respectively.

[0216] For example, among the plurality of third propellers 51 located on the same side of the fuselage 22, the third propellers 51 close to the fuselage 22 are tilted toward the fuselage 22. The slipstream generated by the third propellers 51 close to the fuselage 22 can be away from the fuselage 22, which is beneficial to enhancing the heading control capability of the aircraft 10 and ensuring the heading accuracy of the aircraft 10.

[0217] In the aircraft 10 of the embodiment of the present application, when the second power assembly 40 and the third power assembly 50 are both in the erected state, the pitch, roll and yaw control of the aircraft 10 can be achieved by controlling the power generated by the second power assembly 40 and the third power assembly 50 respectively. The first power assembly 30 is only used to provide power in the horizontal direction so that the aircraft 10 can cruise, or, in the vertical take-off and landing stage of the aircraft 10, the first power assembly 30 is only used to provide power in the vertical direction Z to provide vertical lift for the aircraft 10. Therefore, the aircraft 10 of the embodiment of the present application does not need to achieve the control of pitch, roll and yaw through the first power assembly 30, so as to achieve the control decoupling of pitch, roll and yaw. The first power assembly 30 is only used to provide pulling force, so that the structural complexity of the first power assembly 30 is reduced, which is also conducive to reducing the complexity of the connection structure between the first power assembly 30 and the wing 21, thereby helping to improve the safety and stability of the aircraft 10.

[0218] In some examples, the second power assembly 40 includes a second propeller 41. The third power assembly 50 includes a third propeller 51. By controlling the rotation speeds of the second propeller 41 and the third propeller 51 in the erected state, the power generated by the second propeller 41 and the third propeller 51 is controlled to control the pitch, roll and yaw of the aircraft 10.

[0219] For example, if the rotation speeds of all the second propellers 41 increase, while the rotation speeds of all the third propellers 51 decrease, the rolling moment and the yaw moment remain balanced, and the aircraft 10 can generate a nose-down moment. If the rotation speeds of all the second propellers 41 decrease, while the rotation speeds of all the third propellers 51 increase, the rolling moment and the yaw moment remain balanced, and the aircraft 10 can generate a nose-down moment.

[0220] For example, the rotation speeds of all the second propellers 41 and the third propellers 51 on one side of the fuselage 22 increase, while the rotation speeds of all the second propellers 41 and the third propellers 51 on the other side of the fuselage 22 decrease, and the aircraft 10 can generate a rolling moment.

[0221] For example, the rotation speed of all second propellers 41 on one side of the fuselage 22 increases and the rotation speed of the third propellers 51 decreases, while the rotation speed of all second propellers 41 on the other side of the fuselage 22 decreases and the rotation speed of the third propellers 51 increases, and the aircraft 10 can generate a yaw moment.

[0222] In some achievable ways, Fig.12 The structure of the aircraft 10 is schematically shown. Fig.12 As shown, the first power assembly 30 may further include a first duct 34. The first propeller 33 is disposed in the first duct 34. The second power assembly 40 may further include a second duct 42. The second propeller 41 is disposed in the second duct 42. The third power assembly 50 may further include a third duct 52. The third propeller 51 is disposed in the third duct 52. The first duct 34, the second duct 42, and the third duct 52 may be beneficial to improving the aerodynamic efficiency of the first propeller 33, the second propeller 41, and the third propeller 51.

[0223] Fig.13 as well as Fig.14 The structures of the aircraft 10 are schematically shown respectively. Fig.13 and Fig.14 As shown, in the aircraft 10 of the embodiment of the present application, the second power assembly 40 can also be a fixed power assembly. Exemplarily, the second power assembly 40 is in an erected state. The relative position between the second power assembly 40 and the body 20 cannot be changed. The second power assembly 40 is always in an erected state. The second power assembly 40 in an erected state can be used to provide power in the vertical direction Z.

[0224] For example, when the aircraft 10 needs to take off or land, the first power assembly 30 can be rotated to an upright state relative to the wing 21. During the take-off or landing process of the aircraft 10, the first power assembly 30, the second power assembly 40 and the third power assembly 50 can jointly provide the aircraft 10 with power in the vertical direction Z.

[0225] In the aircraft 10 of the embodiment of the present application, the first power assembly 30 in the laid-down state can be used to provide power in the horizontal direction. The first power assembly 30, the second power assembly 40 and the third power assembly 50 in the erected state can be used to provide power in the vertical direction Z respectively.

[0226] In takeoff mode, see Fig.14 As shown, the first power assembly 30 rotates to an erected state relative to the wing 21. At this time, the first power assembly 30, the second power assembly 40 and the third power assembly 50 are all in an erected state. The first power assembly 30, the second power assembly 40 and the third power assembly 50 can respectively provide power in the vertical direction Z to pull up the aircraft 10 and realize vertical take-off of the aircraft 10.

[0227] In cruise mode, see Fig.13 As shown, the first power assembly 30 rotates from the erected state to the laid-down state relative to the wing 21. During the rotation process, the power direction provided by the first power assembly 30 gradually changes from the vertical direction Z to the horizontal direction. The second power assembly 40 and the third power assembly 50 stop working, so that the power provided by the second power assembly 40 and the third power assembly 50 gradually decreases. At this time, the first power assembly 30 provides horizontal power to put the aircraft 10 in a cruising flight state.

[0228] In landing mode, see Fig.14 As shown, the first power assembly 30 rotates from a laid-down state to an erected state relative to the wing 21 , and during the rotation, the power direction provided by the first power assembly 30 gradually changes from a horizontal direction to a vertical direction Z. The flight speed of the aircraft 10 gradually decreases.

[0229] The first power assembly 30 rotates to an erected state. The first power assembly 30, the second power assembly 40, and the third power assembly 50 can respectively provide power in the vertical direction Z, and the aircraft 10 can be in a hovering state. After aligning with the landing site, the height of the aircraft 10 can be vertically decreased. After the aircraft 10 vertically lands at the landing site, the first power assembly 30, the second power assembly 40, and the third power assembly 50 stop working.

[0230] The aircraft 10 of the embodiment of the present application includes a first power assembly 30, a second power assembly 40 and a third power assembly 50 for providing power. The first power assembly 30 is a rotatable power assembly so that the direction of the power provided can be adjusted as needed. The second power assembly 40 and the third power assembly 50 are both fixed power assemblies, and the direction of the power provided does not change in the startup state. The first power assembly 30, the second power assembly 40 and the third power assembly 50 work in coordination with each other so that the aircraft 10 can achieve vertical take-off and landing at a landing field that meets the take-off and landing conditions, which is beneficial to improving the adaptability of the aircraft 10 and reducing the degree to which the use of the aircraft 10 is restricted by the environment. The first power assembly 30 can provide power for the aircraft 10 for cruising flight, so that the aircraft 10 can have a relatively high cruising speed, which is beneficial to improving the adaptability of the aircraft 10 to various scenarios.

[0231] In some achievable ways, in the aircraft 10 of the embodiment of the present application, the second power assembly 40 and the third power assembly 50 are both in an erected state. Therefore, the pitch, roll and yaw control of the aircraft 10 can be achieved by controlling the power generated by the second power assembly 40 and the third power assembly 50 respectively, while the first power assembly 30 is only used to provide power in the horizontal direction to enable the aircraft 10 to cruise, or, in the vertical take-off and landing stage of the aircraft 10, the first power assembly 30 is only used to provide power in the vertical direction Z to provide vertical lift for the aircraft 10. The aircraft 10 of the embodiment of the present application does not need to achieve the control of pitch, roll and yaw through the first power assembly 30, thereby achieving the control decoupling of pitch, roll and yaw, so that the first power assembly 30 is only used to provide pulling force, effectively reducing the structural complexity of the first power assembly 30, and also helping to reduce the complexity of the connection structure between the first power assembly 30 and the wing 21, thereby helping to improve the safety and stability of the aircraft 10.

[0232] In some achievable ways, the second power assembly 40 and the third power assembly 50 are connected to the wing 21 via a connecting rod 25. The second power assembly 40 and the third power assembly 50 may be respectively arranged at both ends of a connecting rod 25. The relative position between the second power assembly 40 and the wing 21 may not change. The middle part of the connecting rod 25 is connected to the wing 21. The second power assembly 40 may be arranged at the leading edge 21a of the wing 21. The third power assembly 50 may be arranged at the trailing edge 21b of the wing 21. The second power assembly 40 and the third power assembly 50 may be arranged symmetrically with respect to the wing 21. The number of connecting rods 25 arranged on one side of the fuselage 22 may be the same as the number of connecting rods 25 arranged on the other side. The connecting rods 25 arranged on one side of the fuselage 22 may be arranged symmetrically with the connecting rods 25 arranged on the other side.

[0233] Fig.15 as well as Fig.16 The structures of the aircraft 10 are schematically shown respectively. Fig.15 and Fig.16 As shown, in the aircraft 10 of the embodiment of the present application, the second power assembly 40 can also be a fixed power assembly. Exemplarily, the second power assembly 40 is in a laid-down state. The relative position between the second power assembly 40 and the body 20 cannot be changed. The second power assembly 40 in the erected state can be used to provide power in the horizontal direction.

[0234] For example, when the aircraft 10 needs to take off or land, the first power assembly 30 can rotate to an upright state relative to the wing 21. During the take-off or landing process of the aircraft 10, the first power assembly 30 and the third power assembly 50 can jointly provide the aircraft 10 with power in the vertical direction Z.

[0235] In the aircraft 10 of the present embodiment, the first power assembly 30 and the second power assembly 40 in the laid-down state can be used to provide power in the horizontal direction, and the first power assembly 30 and the third power assembly 50 in the erected state can be used to provide power in the vertical direction Z, respectively.

[0236] In takeoff mode, see Fig.16 As shown, the first power assembly 30 rotates to an erected state relative to the wing 21. At this time, the first power assembly 30 and the third power assembly 50 are both in an erected state. The second power assembly 40 is in a stopped state (i.e., not started state). The first power assembly 30 and the third power assembly 50 can respectively provide power in the vertical direction Z to pull up the aircraft 10 and realize vertical take-off of the aircraft 10.

[0237] In cruise mode, see Fig.15 As shown, the first power assembly 30 rotates from the erected state to the laid-down state relative to the wing 21. During the rotation process, the power direction provided by the first power assembly 30 gradually changes from the vertical direction Z to the horizontal direction. The second power assembly 40 starts to provide power in the horizontal direction. The third power assembly 50 stops working, so that the power provided by the third power assembly 50 gradually decreases. At this time, the first power assembly 30 and the second power assembly 40 provide power in the horizontal direction, so that the aircraft 10 is in a cruising flight state.

[0238] In landing mode, see Fig.16 As shown, the first power assembly 30 rotates from the laid-down state to the erected state relative to the wing 21, and during the rotation, the power direction provided by the first power assembly 30 gradually changes from the horizontal direction to the vertical direction Z. The second power assembly 40 stops working. The flight speed of the aircraft 10 gradually decreases.

[0239] The first power assembly 30 rotates to an erected state. The first power assembly 30 and the third power assembly 50 can respectively provide power in the vertical direction Z, and the aircraft 10 can be in a hovering state. After aligning with the landing site, the height of the aircraft 10 can be vertically decreased. After the aircraft 10 vertically lands at the landing site, the first power assembly 30 and the third power assembly 50 stop working.

[0240] The aircraft 10 of the embodiment of the present application includes a first power assembly 30, a second power assembly 40 and a third power assembly 50 for providing power. The first power assembly 30 is a rotatable power assembly so that the direction of the power provided can be adjusted as needed. The second power assembly 40 and the third power assembly 50 are fixed power assemblies, and the direction of the power provided does not change in the startup state. The first power assembly 30, the second power assembly 40 and the third power assembly 50 work in coordination with each other so that the aircraft 10 can achieve vertical take-off and landing at a landing field that meets the take-off and landing conditions, which is beneficial to improving the adaptability of the aircraft 10 and reducing the degree to which the use of the aircraft 10 is restricted by the environment. The first power assembly 30 and the second power assembly 40 can provide power for the aircraft 10 for cruising flight, so that the aircraft 10 can have a relatively high cruising speed, which is beneficial to improving the adaptability of the aircraft 10 to various scenarios.

[0241] In the description of the embodiments of the present application, it should be noted that, unless otherwise clearly specified and limited, the terms "installed", "connected", and "connected" should be understood in a broad sense, for example, it can be a fixed connection, or it can be an indirect connection through an intermediate medium, it can be the internal connection of two elements or the interaction relationship between two elements. For ordinary technicians in this field, the specific meanings of the above terms in the embodiments of the present application can be understood according to specific circumstances.

[0242] The embodiments of the present application do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as limiting the embodiments of the present application. In the description of the embodiments of the present application, the meaning of "multiple" is two or more, unless otherwise precisely and specifically specified.

[0243] The terms "first", "second", "third", "fourth", etc. (if any) in the specification and claims of the embodiments of the present application and the above-mentioned drawings are used to distinguish similar objects, and are not necessarily used to describe a specific order or sequence. It should be understood that the data used in this way can be interchangeable where appropriate, so that the embodiments of the present application described herein can be implemented in an order other than those illustrated or described herein, for example. In addition, the terms "including" and "having" and any of their variations are intended to cover non-exclusive inclusions, for example, a process, method, system, product or device comprising a series of steps or units is not necessarily limited to those steps or units clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, systems, products or devices.

[0244] The term "plurality" in this article refers to two or more than two. The term "and / or" in this article is only a description of the association relationship of associated objects, indicating that there can be three relationships. For example, A and / or B can represent: A exists alone, A and B exist at the same time, and B exists alone. In addition, the character " / " in this article generally indicates that the previous and next associated objects are in an "or" relationship; in a formula, the character " / " indicates that the previous and next associated objects are in a "division" relationship.

[0245] It should be understood that the various numerical numbers involved in the embodiments of the present application are only used for the convenience of description and are not used to limit the scope of the embodiments of the present application.

[0246] It can be understood that in the embodiments of the present application, the size of the serial numbers of the above-mentioned processes does not mean the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of the present application.

Claims

1. An aircraft, characterized in that: include: the fuselage, including the wings; A first power assembly rotatably connected to the wing; A second power assembly is rotatably connected to the machine body; The third power assembly is connected to the machine body, the third power assembly is a fixed power assembly, and the third power assembly is in an erected state.

2. The aircraft according to claim 1, characterized in that The first power assembly rotates relative to the wing to switch between a laid-down state and an erected state, and the second power assembly rotates relative to the body to switch between a laid-down state and an erected state, wherein the first power assembly and the second power assembly in the laid-down state can respectively provide power in the horizontal direction, and the first power assembly, the second power assembly and the third power assembly in the erected state can respectively provide power in the vertical direction.

3. The aircraft according to claim 1 or 2, characterized in that: The body also includes a connecting rod, which is connected to the wing. The second power assembly is rotatably connected to the connecting rod, and the second power assembly rotates relative to the connecting rod to switch between a laid-down state and an erected state.

4. The aircraft according to claim 3, characterized in that The body also includes a second driver, which is connected to the second power assembly. The second driver can drive the second power assembly to rotate relative to the wing, and the connecting rod is provided with the second driver.

5. The aircraft according to claim 1 or 2, characterized in that: The second power assembly includes a second propeller, the second propeller has a second rotation axis, and when the second power assembly is in a laid-down state, the second rotation axis is located in a horizontal plane or has an angle with the horizontal plane.

6. An aircraft, characterized in that: include: the fuselage, including the wings; A first power assembly rotatably connected to the wing; A second power assembly is connected to the machine body, and the second power assembly is a fixed power assembly; The third power assembly is connected to the machine body, the third power assembly is a fixed power assembly, and the third power assembly is in an erected state.

7. The aircraft according to claim 6, characterized in that The first power assembly rotates relative to the wing to switch between a laid-down state and an erected state, and the second power assembly is in a laid-down state or an erected state, wherein the first power assembly in the laid-down state and the second power assembly can respectively provide power in the horizontal direction, and the first power assembly in the erected state and the third power assembly can respectively provide power in the vertical direction; or, the first power assembly in the laid-down state can provide power in the horizontal direction, and the first power assembly, the second power assembly and the third power assembly in the erected state can respectively provide power in the vertical direction.

8. An aircraft according to claim 1, 2, 6 or 7, characterized in that Along the length direction of the wing, the first power assembly is arranged at the end of the wing.

9. The aircraft according to claim 8, characterized in that Along the length direction of the wing, the first power assembly is arranged on the outer side of the wing.

10. The aircraft according to claim 8, characterized in that The second power assembly is arranged on the wing, and along the length direction of the wing, the first power assembly and the second power assembly are arranged at intervals.

11. The aircraft according to claim 10, characterized in that The third power assembly is arranged on the wing, and along the width direction of the wing, the second power assembly and the third power assembly are arranged at intervals.

12. The aircraft according to claim 11, characterized in that The wing includes a leading edge and a trailing edge opposite to each other along the width direction of the wing, and the second power assembly is arranged on one side of the leading edge.

13. The aircraft according to claim 12, characterized in that The wing includes a leading edge and a trailing edge opposite to each other along the width direction of the wing, and the third power assembly is arranged on one side of the trailing edge.

14. The aircraft according to claim 13, characterized in that The second power assembly includes a second propeller, which has a second rotation axis. The third power assembly includes a third propeller, which has a third rotation axis. Along the width direction of the wing, the second propeller and the corresponding third propeller are coplanar with each other.

15. The aircraft according to claim 14, characterized in that When the second power assembly is in an erected state, the second rotation axis forms an angle with the vertical direction.

16. The aircraft according to claim 15, characterized in that The body also includes a fuselage, and the wings are respectively arranged on both sides of the fuselage. A plurality of second propellers are arranged at intervals along the length direction of the wings. When the second power assembly is in an erected state, the second rotation axes of the second propellers located on the same side of the fuselage are coplanar, and two adjacent second rotation axes intersect.

17. The aircraft according to claim 16, characterized in that Among the plurality of second propellers located on the same side of the fuselage, the second propellers close to the fuselage are inclined toward the fuselage.

18. The aircraft according to claim 15, characterized in that The fuselage also includes a fuselage, the wings are respectively arranged on both sides of the fuselage, a second propeller is respectively arranged on both sides of the fuselage, and when the second power assembly is in an upright state, the two second propellers are inclined toward the fuselage, and the second rotation axes of the two second propellers are coplanar.

19. The aircraft according to claim 14, characterized in that: The third rotation axis has an angle with the vertical direction.

20. The aircraft according to claim 19, characterized in that The body also includes a fuselage, and the wings are respectively arranged on both sides of the fuselage. Along the length direction of the wings, multiple third propellers are arranged at intervals, and the third rotation axes of each third propeller located on the same side of the fuselage are coplanar, and two adjacent third rotation axes intersect.

21. The aircraft according to claim 20, characterized in that Among the plurality of third propellers located on the same side of the fuselage, the third propellers close to the fuselage are inclined toward the fuselage.

22. The aircraft according to claim 19, characterized in that The fuselage also includes a fuselage, the wings are respectively arranged on both sides of the fuselage, a third propeller is respectively arranged on both sides of the fuselage, the two third propellers are inclined toward the fuselage, and the third rotation axes of the two third propellers are coplanar.

23. The aircraft according to claim 8, characterized in that The wing includes a first limiting portion and a second limiting portion, and the first power assembly includes a third limiting portion. When the first power assembly rotates relative to the wing, the third limiting portion moves synchronously relative to the first limiting portion and the second limiting portion. When the first power assembly is in a laid-down state, there is a gap between the first limiting portion and the third limiting portion. When the first power assembly is in an erected state, there is a gap between the second limiting portion and the third limiting portion.

24. The aircraft according to claim 8, characterized in that The first power assembly includes an outer shell, the wing includes a first end surface facing the outer shell, the outer shell includes a second end surface facing the wing, the outer contour of the first end surface matches the outer contour shape of the second end surface, and the outer contour of the first end surface and the outer contour of the second end surface are the same in area.

25. An aircraft according to claim 1, 2, 6 or 7, characterized in that The first power assembly includes a first propeller having a first axis of rotation.

26. The aircraft according to claim 25, characterized in that When the first power assembly is in a laid-down state, the angle between the first rotation axis and the horizontal plane is a first predetermined angle, and the value range of the first predetermined angle is -5° to 5°. When the first power assembly is in an erected state, the angle between the first rotation axis and the horizontal plane is a second predetermined angle, and the value range of the second predetermined angle is 85° to 95°.

27. The aircraft according to claim 26, characterized in that The first power assembly can be rotated to a tilted state. When the first power assembly is in the tilted state, the angle between the first rotation axis and the horizontal plane is a third predetermined angle, which is greater than the first predetermined angle and less than the second predetermined angle.

28. An aircraft according to claim 1, 2, 6 or 7, characterized in that The body further comprises a connecting rod, through which the second power assembly and / or the third power assembly are connected to the wing, and the connecting rod is arranged below the wing.

29. The aircraft according to claim 28, characterized in that The connecting rod has two opposite ends, and the two ends of the connecting rod are respectively provided with the second power assembly and the third power assembly; or, The second power assembly is connected to the wing via one of the connecting rods, and the third power assembly is connected to the wing via another of the connecting rods.

30. The aircraft according to claim 28, characterized in that The connecting rod is detachably connected to the wing.

31. The aircraft according to claim 30, characterized in that One of the connecting rod and the wing includes a positioning recess, and the other includes a positioning protrusion matched with the positioning recess.

32. An aircraft according to claim 1, 2, 6 or 7, characterized in that The body also includes a first driver, the wing is provided with the first driver, the first driver is connected to the first power assembly, and the first driver can drive the first power assembly to rotate relative to the wing.

33. An aircraft according to claim 1, 2, 6 or 7, characterised in that: The wing is a fixed wing.

34. An aircraft according to claim 1, 2, 6 or 7, characterised in that The fuselage also includes a fuselage, and the wing is detachably connected to the fuselage; or, the wing is integrally formed with the fuselage.

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