Combined aircraft

Abstract

The utility model discloses a combined aircraft which comprises an aircraft body, a rotor wing flight mechanism, a delta wing mechanism and a propelling mechanism, and the rotor wing flight mechanism is used for generating first aerodynamic force for vertical take-off and landing of the aircraft body; the unfolded delta wing mechanism is used for generating second aerodynamic force of the fuselage, the folded delta wing mechanism can be separated from the fuselage to accelerate the fuselage, and the propelling mechanism provides forward flight power for the fuselage. The first aerodynamic force generated by the rotor wing flight mechanism is used for vertically lifting the aircraft and switching the flight attitude; when the aircraft is switched to the low-altitude flight state, the delta wing mechanism is unfolded to generate second aerodynamic force for the aircraft body, stable lift force can be provided for the aircraft body, and therefore the endurance time is prolonged, and meanwhile the aircraft can be matched with the propelling mechanism to fly forwards. In addition, the delta wing mechanism in a separated and folded state can reduce the air resistance of the combined aircraft, and the rotor wing flight mechanism can realize rapid flight in a short time, so that more flight requirements are met.

Description

Technical Field

[0001] The utility model relates to the technical field of aviation aircraft, in particular to a combined aircraft. Background Art

[0002] As a powered light aircraft with good gliding performance, delta-wing aircraft has good ultra-low-altitude flight performance and short take-off and landing distance, and is deeply loved by flight enthusiasts. However, during the flight, the development and popularization of delta-wing aircraft are affected by the limitations of flight venues and endurance performance. Utility Model Content

[0003] The utility model aims to solve at least one of the technical problems existing in the prior art. To this end, the utility model provides a combined aircraft that can be vertically lifted or vertically landed without being affected by the flight field.

[0004] A combined aircraft according to an embodiment of the utility model includes:

[0005] A fuselage, wherein a support frame is arranged on the peripheral side of the fuselage;

[0006] a rotor flight mechanism, the rotor flight mechanism being arranged on the support frame, the rotor flight mechanism being arranged on the peripheral side of the fuselage, and the rotor flight mechanism being used to generate a first aerodynamic force for vertical take-off and landing of the fuselage; and

[0007] A foldable delta wing mechanism can be detachably arranged on the support frame and located on the upper side of the support frame. The unfolded delta wing mechanism is used to generate a second aerodynamic force for the fuselage. The folded delta wing mechanism can be detached from the fuselage to speed up the fuselage.

[0008] A combined aircraft according to an embodiment of the utility model has at least the following beneficial effects: starting the rotor flight mechanism of the combined aircraft generates a first aerodynamic force, which can be used for the combined aircraft to perform vertical lift and switch flight attitudes; and when the combined aircraft switches to a low-altitude flight state, the delta wing mechanism can be unfolded, and a second aerodynamic force is generated for the fuselage at this time. The second aerodynamic force cooperates with the first aerodynamic force to provide a stable lift for the fuselage, which can reduce the operating power of the rotor flight mechanism while extending the endurance of the combined aircraft. At the same time, the delta wing mechanism can also ensure that the combined aircraft has a stable lift and improve the safety performance of the flight. In addition, the delta wing mechanism can be folded up while flying in the air, and the delta wing mechanism in the folded state can even be separated, which can reduce the air resistance of the combined aircraft. The rotor flight mechanism can be used to achieve rapid flight in a short time to meet more flight needs.

[0009] According to some embodiments of the present utility model, the delta wing mechanism comprises:

[0010] A folding and unfolding frame, which can be detachably connected to the supporting frame and can be folded and unfolded on the upper side of the fuselage; and

[0011] The wing mechanism is arranged on the folding and unfolding frame and connected to the folding and unfolding frame, the folding and unfolding frame drives the wing mechanism to fold and unfold, the lower end of the folding and unfolding frame is detachably connected to the supporting frame, and the upper end of the folding and unfolding frame is connected to the wing mechanism.

[0012] According to some embodiments of the present invention, the rotor flight mechanism can be folded and unfolded on the peripheral side of the fuselage, and the rotor flight mechanism includes:

[0013] Several rotor mechanisms;

[0014] A rotorcraft arm, one end of which is movably arranged on the support frame, the rotor mechanism is rotatably arranged on the other end of the rotorcraft arm, the rotor mechanism and the rotorcraft arm are arranged in a one-to-one correspondence, and the rotorcraft arm can be folded and unfolded on the peripheral side of the support frame.

[0015] According to some embodiments of the present invention, the rotor arm on the front side of the fuselage and the rotor arm on the rear side of the fuselage are staggered in the vertical direction, and the rotor arm on the left side of the fuselage and the corresponding rotor arm on the right side of the fuselage are horizontally arranged on the same plane.

[0016] According to some embodiments of the present invention, the rotorcraft arm includes:

[0017] a fixed arm, one end of which is fixedly mounted on the support frame; and

[0018] A rotating arm, one end of which is rotatably connected to the other end of the fixed arm, the other end of which is provided with the rotor mechanism, and the rotating rotating arm is used to fold and unfold the rotorcraft arm.

[0019] According to some embodiments of the present invention, a propulsion mechanism is further included, wherein the propulsion mechanism is arranged at the tail of the support frame, and the propulsion mechanism is used to generate a third aerodynamic force of the fuselage.

[0020] According to some embodiments of the present invention, the propulsion mechanism includes a tail propeller mechanism.

[0021] According to some embodiments of the present invention, a landing gear is provided at the bottom of the support frame.

[0022] According to some embodiments of the present utility model, the fuselage is provided with a cockpit, and operating components are provided in the cockpit, and the operating components are respectively connected to the rotor flight mechanism and the delta wing mechanism.

[0023] According to some embodiments of the present utility model, the fuselage is provided with a cockpit, and operating components are provided in the cockpit, and the operating components are respectively connected to the rotor flight mechanism, the delta wing mechanism and the propulsion mechanism.

[0024] Additional aspects and advantages of the present invention will be given in part in the following description, and in part will become apparent from the following description, or will be learned through the practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] The above and / or additional aspects and advantages of the present invention will become apparent and easily understood from the description of the embodiments in conjunction with the following drawings, in which:

[0026] Figure 1 A schematic diagram of a combined aircraft according to an embodiment of the utility model (the delta wing mechanism is in an unfolded state);

[0027] Figure 2 for Figure 1 A schematic side view of the combined aircraft shown;

[0028] Figure 3 for Figure 1 A schematic diagram of the delta wing mechanism of the combined aircraft in a folded state is shown;

[0029] Figure 4 for Figure 3 A side view of the combined aircraft in this state is shown.

[0030] Reference numerals:

[0031] Fuselage 10; support frame 11; landing gear 12;

[0032] Rotor flight mechanism 20; rotor mechanism 21; rotor machine arm 22; fixed arm 221; rotating arm 222;

[0033] Delta wing mechanism 30; folding and unfolding frame 31; wing surface mechanism 32;

[0034] Propulsion mechanism 40. DETAILED DESCRIPTION

[0035] The embodiments of the present invention are described in detail below, and examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and cannot be understood as limiting the present invention.

[0036] In the description of the present invention, it should be understood that descriptions involving orientation, such as up, down, front, back, left, right, etc., indicating orientations or positional relationships, are based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, and 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 a limitation on the present invention.

[0037] In the description of the present utility model, "several" means one or more, "more" means more than two, "greater than", "less than", "exceed" etc. are understood to exclude the number itself, and "above", "below", "within" etc. are understood to include the number itself. If there is a description of "first" or "second", it is only used for the purpose of distinguishing the technical features, and cannot be understood as indicating or implying the relative importance or implicitly indicating the number of the indicated technical features or implicitly indicating the order of the indicated technical features.

[0038] In the description of the present invention, unless otherwise clearly defined, terms such as setting, installing, connecting, etc. should be understood in a broad sense, and technicians in the relevant technical field can reasonably determine the specific meanings of the above terms in the present invention based on the specific content of the technical solution.

[0039] Reference Figures 1 to 4 According to an embodiment of the utility model, a combined aircraft comprises a fuselage 10, a rotor flight mechanism 20 and a foldable delta wing mechanism 30. A support frame 11 is arranged on the peripheral side of the fuselage 10; the rotor flight mechanism 20 is arranged on the support frame 11, and the rotor flight mechanism 20 is arranged on the peripheral side of the fuselage 10, and the rotor flight mechanism 20 is used to generate a first aerodynamic force for the fuselage 10 to take off and land vertically; the delta wing mechanism 30 can be detachably arranged on the support frame 11 and is located on the upper side of the support frame 11, and the unfolded delta wing mechanism 30 is used to generate a second aerodynamic force for the fuselage 10, and the folded delta wing mechanism 30 can be separated from the fuselage 10 to accelerate the fuselage 10.

[0040] The aircraft is mainly composed of a fuselage 10, a support frame 11, a rotor flight mechanism 20 and a foldable delta wing mechanism 30. The fuselage 10 is the core structure of the entire aircraft, carrying the cockpit, power system and other necessary flight control systems. The support frame 11 is fixed to the peripheral side of the fuselage 10 for installing and supporting the rotor flight mechanism 20 and the delta wing mechanism 30. The rotor flight mechanism 20 is installed on the support frame 11 and is located on the peripheral side of the fuselage 10. The rotor flight mechanism 20 is mainly used to generate a first aerodynamic force to enable the fuselage 10 to take off and land vertically. Specifically, the rotor flight mechanism 20 may include a plurality of rotors or jet devices, which can provide sufficient lift to enable the aircraft to take off and land vertically, so that the design enables the aircraft to take off and land flexibly in a limited space, and is particularly suitable for various environments. The delta wing mechanism 30 is a foldable structure that can be separately arranged on the support frame 11 and is located on the upper side of the support frame 11. When necessary, the delta wing mechanism 30 can be unfolded to generate a second aerodynamic force to provide additional lift and stability for the aircraft. When not needed, the delta wing mechanism 30 can be folded up or even completely separated from the fuselage 10 to reduce flight resistance and enable the fuselage 10 to increase speed. The specific structure of the delta wing mechanism 30 may include a wing mechanism 32 and a folding and unfolding frame 31. The wing mechanism 32 is used to generate aerodynamic force, while the folding and unfolding frame 31 is responsible for supporting and folding the wing mechanism 32. Through this design, the aircraft can flexibly adjust the configuration of the aerodynamic device according to flight requirements.

[0041] It is understood that all aerodynamic devices of the aircraft can be controlled through the operating components in the cockpit. The pilot can adjust the status and parameters of the aerodynamic devices in real time according to flight requirements and environmental conditions to achieve optimal flight performance. In addition, the aircraft can also be equipped with advanced flight control systems and sensors to achieve automated flight and precise navigation.

[0042] The combined aircraft provided in this embodiment combines the flexibility of vertical take-off and landing with the flight efficiency of traditional aircraft, and is particularly suitable for various application scenarios such as urban air traffic, short-distance transportation, and aerial sightseeing. Its advantage is that it can flexibly adjust the configuration of the pneumatic device according to flight requirements, realize multiple flight modes, and improve flight efficiency and safety. In addition, through the cooperation of the delta wing mechanism 30, the flight time can be extended to meet the needs of long-distance flights. At the same time, the aircraft also has the characteristics of compact structure, flexible control, and convenient maintenance, and has broad market prospects and application value.

[0043] It can also be understood that a combined aircraft according to an embodiment of the utility model has at least the following beneficial effects: the combined aircraft rotor flight mechanism 20 is started to generate a first aerodynamic force, which can be used for the combined aircraft to perform vertical lift and switch flight attitude; and when the combined aircraft is switched to a low-altitude flight state, the delta wing mechanism 30 can be unfolded, and the fuselage 10 is generated a second aerodynamic force at this time. The second aerodynamic force cooperates with the first aerodynamic force to provide a stable lift for the fuselage 10, thereby reducing the operating power of the rotor flight mechanism 20, thereby extending the endurance time, and at the same time, the combined aircraft can also be guaranteed to have a stable lift through the delta wing mechanism 30. Even if the rotor flight mechanism 20 fails, it can also glide through the second aerodynamic force, thereby improving the safety performance of the flight. In addition, the combined aircraft can also fold the delta wing mechanism 30 while flying in the air, and even separate the delta wing mechanism 30 in the folded state, thereby reducing the air resistance of the combined aircraft, and the rotor flight mechanism 20 can be used to achieve rapid flight in a short time, meeting more flight needs.

[0044] Reference Figures 1 to 4 In some embodiments of the present invention, the delta wing mechanism 30 includes a folding frame 31 and a wing mechanism 32. The folding frame 31 can be detachably connected to the support frame 11, and the folding frame 31 can be folded and unfolded on the upper side of the fuselage 10; the wing mechanism 32 is arranged on the folding frame 31 and connected to the folding frame 31, and the folding frame 31 drives the wing mechanism 32 to fold and unfold, the lower end of the folding frame 31 is detachably connected to the support frame 11, and the upper end of the folding frame 31 is connected to the wing mechanism 32.

[0045] The folding frame 31 is a key component of the delta wing mechanism 30, and its main function is to realize the folding and unfolding of the wing mechanism 32. The folding frame 31 is designed to be detachably connected to the support frame 11. The advantage of this design is that it is easy to install, disassemble and maintain. At the same time, it can also be separated during flight, thereby reducing the flight resistance of the aircraft and increasing the flight speed of the aircraft. When it is necessary to adjust the aerodynamic layout or perform maintenance, the folding frame 31 can be easily removed from the support frame 11. The folding frame 31 can be folded and unfolded on the upper side of the fuselage 10, and this folding and unfolding function can be achieved through mechanical structure design. Specifically, the folding frame 31 can include multiple joints and connecting rods, so that the wing mechanism 32 can be flexibly folded and unfolded at different angles and positions. In addition, the folding frame 31 may also be equipped with a locking mechanism to ensure the stability of the wing mechanism 32 during flight. The wing mechanism 32 is the main part of the delta wing mechanism 30 for generating aerodynamic force. It is arranged on the folding frame 31 and is tightly connected to the folding frame 31. When the folding frame 31 is folded, the wing mechanism 32 will also be unfolded or folded. The specific shape and design of the wing mechanism 32 depends on the overall aerodynamic layout of the aircraft and the flight requirements. For example, the wing mechanism 32 may adopt a traditional wing shape to provide sufficient lift and stability; it can also be set as a powered delta wing structure. At the same time, the wing mechanism 32 can also be equipped with control surfaces, such as ailerons, elevators, etc., to achieve precise control during flight.

[0046] The connection between the lower end of the folding and unfolding frame 31 and the support frame 11 is achieved by a detachable connection mechanism. This connection mechanism may include a quick release lock, a latch or other types of connectors. This design allows the delta wing mechanism 30 to be quickly removed from the aircraft when necessary to replace, repair or adjust the aerodynamic layout of the aircraft during flight. At the same time, the upper end of the folding and unfolding frame 31 is tightly connected to the wing mechanism 32 to ensure the stability and reliability of the wing mechanism 32 during flight. This connection may use bolts, rivets or other types of fasteners. The folding and separation operations of the delta wing mechanism 30 may be performed manually or automatically. For example, the pilot can operate the folding and separation of the delta wing mechanism 30 through a control panel in the cockpit. In addition, an automated system can also be designed to automatically adjust the state of the delta wing mechanism 30 according to flight requirements and environmental conditions. In general, the delta wing mechanism 30, through a clever structural design and a flexible operation method, realizes that while providing sufficient aerodynamic force, it is also convenient for installation, disassembly and maintenance, thereby greatly improving the applicability and flexibility of the aircraft.

[0047] It should also be noted that the folding display frame 31 is usually made of high-strength, lightweight metal materials, such as aluminum alloy or titanium alloy, to reduce the weight of the entire device while ensuring the strength and rigidity of the structure. The joints of the folding display frame 31 can use precision bearings and connectors to ensure smoothness and stability during the folding and unfolding process. Each joint has undergone rigorous wear and pressure resistance tests to cope with long-term use and harsh flight environments. At the same time, in order to ensure the stability of the wing mechanism 32 after unfolding, the folding display frame 31 is equipped with a locking mechanism (not shown in the figure). These mechanisms automatically lock after the wing mechanism 32 is unfolded in place to prevent accidental folding during flight. The folding and unfolding of the folding display frame 31 can be driven by structures such as electric push rods and connecting rods. Its specific skeleton components can be adjusted according to the specific aircraft, so that the folding display frame 31 can drive the wing mechanism 32 to unfold and fold stably.

[0048] Reference Figures 1 to 4 In some embodiments of the present invention, the rotor flight mechanism 20 can be folded and unfolded around the fuselage 10, and the rotor flight mechanism 20 includes a plurality of rotor mechanisms 21 and a rotor machine arm 22. One end of the rotor machine arm 22 is movably arranged on the support frame 11, and the rotor mechanism 21 is rotatably arranged at the other end of the rotor machine arm 22. The rotor mechanism 21 and the rotor machine arm 22 are arranged one by one, and the rotor machine arm 22 can be folded and unfolded around the support frame 11.

[0049] Specifically, the rotor mechanism 21 is a main component of the rotor flight mechanism 20, which is used to generate the aerodynamic force required for vertical take-off and landing. Each rotor mechanism 21 is equipped with a high-performance motor and propeller to provide sufficient lift. The propeller of the rotor mechanism 21 is usually made of a lightweight and high-strength composite material, such as carbon fiber, to reduce weight and improve durability. The rotor mechanism 21 can also be designed with a protective cover to prevent damage caused by accidental contact during flight, while also increasing the safety of the aircraft. The rotor arm 22 is an important component connecting the support frame 11 and the rotor mechanism 21. It is usually made of high-strength metal material or composite material to withstand various stresses and vibrations during flight. One end of the rotor arm 22 can be movably arranged on the support frame 11, so that the rotor arm 22 can be folded relative to the support frame 11. This design allows the aircraft to fold the rotor arm 22 when the vertical take-off and landing function is not required, so as to reduce the overall size of the aircraft and facilitate storage and transportation. The other end of the rotor arm 22 is provided with a rotor mechanism 21, and the rotor mechanism 21 can rotate freely relative to the rotor arm 22. This design can ensure that the rotor mechanism 21 always maintains an optimal working angle during flight to provide maximum lift.

[0050] The connection between the support frame 11 and the rotorcraft arm 22 adopts a movable connection method, such as a hinge connection or a ball head connection. This connection method allows the rotorcraft arm 22 to be freely folded and unfolded on the support frame 11 while maintaining sufficient structural strength and stability. In order to ensure the stability of the rotorcraft arm 22 during flight, a locking mechanism is provided at the connection. When the rotorcraft arm 22 is unfolded into place, the locking mechanism will automatically lock to prevent the arm from accidentally folding during flight. The folding and unfolding process of the rotorcraft arm 22 can be achieved through an automated control system. The system automatically adjusts the position and angle of the rotorcraft arm 22 according to flight requirements to ensure that the aircraft can maintain optimal aerodynamic performance during vertical take-off and landing and horizontal flight. In the event of failure of the automated control system or in special circumstances, the pilot can also control the folding and unfolding of the rotorcraft arm 22 through a manual operating system. This design ensures the safety and reliability of the aircraft in various situations.

[0051] In summary, the rotor flight mechanism 20 provides sufficient aerodynamic force while facilitating installation, disassembly and maintenance through ingenious structural design and flexible operation mode, and has a folding and unfolding function, thereby greatly improving the applicability and flexibility of the aircraft.

[0052] Further, refer to Figures 1 to 4 In some embodiments of the present invention, the rotor arm 22 on the front side of the fuselage 10 and the rotor arm 22 on the rear side of the fuselage 10 are staggered in the vertical direction, and the rotor arm 22 on the left side of the fuselage 10 and the corresponding rotor arm 22 on the right side of the fuselage 10 are horizontally arranged on the same plane.

[0053] Specifically, in order to optimize the stability and controllability of the aircraft, the rotor arms 22 on the front side of the fuselage 10 and the rotor arms 22 on the rear side of the fuselage 10 are staggered in the vertical direction. This layout helps to disperse the airflow disturbance generated by the rotor and improve the stability and control accuracy of the aircraft. At the same time, the rotor arms 22 on the front side of the fuselage 10 are usually set at a lower position, while the rotor arms 22 on the rear side of the fuselage 10 are set at a higher position. This high and low staggered layout also helps to fold and install the rotor mechanism 21.

[0054] In addition, the rotor arm 22 on the left side of the fuselage 10 and the corresponding rotor arm 22 on the right side of the fuselage 10 are arranged horizontally on the same plane, maintaining the left-right symmetry of the aircraft. The left-right symmetric layout of the rotor arm 22 helps to maintain the balance of the aircraft and reduce the tendency of yaw and roll. It can also provide better flight stability. During flight, the lift and torque generated by the rotors on the left and right sides can offset each other, thereby reducing the yaw of the aircraft and the difficulty of crosswind landing during crosswind landing.

[0055] By comprehensively considering the staggered arrangement of the front and rear rotor arms 22 and the horizontal arrangement of the left and right rotor arms 22, the airflow management of the aircraft can be optimized. This layout helps to reduce airflow interference and improve the aerodynamic efficiency and stability of the aircraft. During the design process, it is necessary to fully consider the safety of the layout of the rotor arms 22. For example, ensure that the spacing between the rotor arms 22 is large enough to avoid mutual collision or interference during flight.

[0056] In summary, the stability, controllability and flight efficiency of the aircraft are improved by optimizing the layout of the rotor arm 22. This design not only takes into account the aerodynamic performance of the aircraft, but also fully considers safety and maintenance convenience, so that the aircraft can perform better in a complex and changeable flight environment.

[0057] Furthermore, refer to Figures 1 to 4 In some embodiments of the present invention, the rotorcraft arm 22 includes: a fixed arm 221 and a rotating arm 222. One end of the fixed arm 221 is fixed on the support frame 11; one end of the rotating arm 222 is rotatably connected to the other end of the fixed arm 221, and the other end of the rotating arm 222 is provided with the rotor mechanism 21. The rotating rotating arm 222 is used to fold and unfold the rotorcraft arm 22.

[0058] The fixed arm 221 is the static part of the rotorcraft arm 22, one end of which is firmly fixed to the support frame 11, ensuring the basic stability of the rotorcraft arm 22. The fixed arm 221 is usually made of high-strength, lightweight metal materials or composite materials to reduce the weight of the entire aircraft while providing sufficient structural strength. The connection between the fixed arm 221 and the support frame 11 is usually bolted, welded or other reliable connection methods to ensure that its structure is stable and can withstand various stresses and vibrations during flight. The rotating arm 222 is the dynamic part of the rotorcraft arm 22, one end of which is rotatably connected to the other end of the fixed arm 221. This design enables the rotating arm 222 to rotate relative to the fixed arm 221, thereby realizing the folding and unfolding function of the rotorcraft arm 22. Similar to the fixed arm 221, the rotating arm 222 is also made of high-strength, lightweight materials to ensure its structural strength and durability. The rotating connection between the rotating arm 222 and the fixed arm 221 usually uses high-precision bearings and seals to ensure the smoothness and sealing of the rotation. In addition, in order to prevent accidental folding or unfolding, the connection is also equipped with a locking mechanism to ensure the stability of the rotorcraft arm 22 during flight.

[0059] The folding and unfolding process of the rotorcraft arm 22 can be realized by an automatic control system. The system automatically adjusts the position and angle of the rotating arm 222 according to flight requirements to realize the automatic folding, unfolding and locking of the rotorcraft arm 22. In the event of failure of the automatic control system or in special circumstances, the pilot can also control the folding and unfolding of the rotorcraft arm 22 through a manual operating system. This design ensures the safety and reliability of the aircraft in various situations.

[0060] In summary, the convenient folding and unfolding function of the rotorcraft arm 22 is realized through ingenious structural design and flexible operation mode. This design not only facilitates the storage and transportation of the aircraft, but also improves its applicability and flexibility, and provides strong support for the diversified applications of the aircraft.

[0061] Reference Figure 2 as well as Figure 4 In some embodiments of the utility model, the combined aircraft further includes a propulsion mechanism 40, which is arranged at the tail of the support frame 11 and is used to generate a third aerodynamic force of the fuselage 10. The propulsion mechanism 40 is installed at the tail of the support frame 11 and is closely combined with the fuselage 10 to form an integral structure, which helps to maintain the stability of the aircraft and provide additional aerodynamic force.

[0062] The main function of the propulsion mechanism 40 is to generate a third aerodynamic force of the fuselage 10. During flight, it can provide additional thrust or lift to enhance the flight performance and stability of the aircraft. The propulsion mechanism 40 can be a jet engine, a propeller thruster, a fan or other type of aerodynamic propulsion device. The selection of a specific type depends on the design requirements and expected performance of the aircraft. Depending on the selected type, the working principle of the propulsion mechanism 40 may be different. For example, if it is a jet engine, it will provide thrust by burning fuel to generate high-speed airflow; if it is a propeller thruster, thrust is generated by rotating propellers.

[0063] The propulsion mechanism 40 is usually operated and controlled by the automatic control system of the aircraft. The system automatically adjusts the working state of the propulsion mechanism 40 according to the flight status, environmental conditions and the instructions input by the pilot. When necessary, the pilot can also adjust the working state of the propulsion mechanism 40 by manual control. This design can provide additional safety protection when the automatic control system fails. By introducing the propulsion mechanism 40, the flight performance and stability of the aircraft are further enhanced. Not only does it improve the overall performance of the aircraft, but it also provides more operational flexibility and safety protection for the pilot.

[0064] Reference Figure 1 , Figure 2 as well as Figure 4In some embodiments of the utility model, a landing gear 12 is provided at the bottom of the support frame 11. The landing gear 12 can be designed as a foldable or retractable structure to adapt to the different needs of the aircraft during take-off, landing and ground parking. After the aircraft takes off, the landing gear 12 can be folded and retracted to reduce air resistance and improve flight efficiency. The main function of the landing gear 12 is to support the parking of the aircraft on the ground and ensure the stability and safety of the aircraft. At the same time, during the take-off and landing process of the aircraft, the landing gear 12 plays a role of buffering and shock absorption to protect the aircraft from ground impact. In addition, the landing gear 12 can also include a float, which can be suitable for water take-off and landing.

[0065] In some embodiments of the present invention, the fuselage 10 is provided with a cockpit, and operating components are provided in the cockpit, and the operating components are respectively connected to the rotor flight mechanism 20, the delta wing mechanism 30 and the propulsion mechanism 40.

[0066] Specifically, the cockpit is designed to be an ergonomically comfortable environment to ensure that pilots can maintain a good working condition during long flights. The cabin is equipped with seats, instrument display systems and necessary flight control equipment. In order to provide pilots with a wide field of vision, the front window of the cockpit is designed to be a large area of ​​transparent material, and observation windows are also set on the sides and top to ensure that pilots can observe the external environment in all directions. The cockpit is constructed of high-strength materials and has good impact resistance and protection capabilities. At the same time, it is equipped with an emergency escape system and an oxygen supply system to deal with emergencies.

[0067] The operating components include, but are not limited to, control rods, pedals, switch panels and instrument panels. These components ensure that the pilot can easily and accurately control various actions of the aircraft. The operating components are closely connected to the rotor flight mechanism 20, the delta wing mechanism 30 and the propulsion mechanism 40 through a control system. The pilot can accurately control the working state of each pneumatic device by operating components such as control rods and pedals, thereby realizing the aircraft's take-off, landing, turning, climbing and diving. In order to simplify flight operations and improve flight safety, the cockpit is also equipped with an intelligent control system. The system can automatically adjust the working parameters of the pneumatic device according to the pilot's input instructions to ensure that the aircraft can maintain stability and maneuverability in various flight conditions.

[0068] A comfortable and safe flying environment is provided for the pilot by arranging a cockpit on the fuselage 10 and configuring operating components connected to the rotor flight mechanism 20, the delta wing mechanism 30 and the propulsion mechanism 40 in the cockpit. At the same time, with the assistance of the intelligent control system, the flight operation process is simplified and the flight safety is improved.

[0069] The following is a further explanation of the combined aircraft based on the complete flight process of the combined aircraft:

[0070] Preparation and start-up during the take-off phase: Before take-off, the pilot will perform a series of preparations, including checking whether the various systems of the aircraft are normal, such as the electric drive system or hybrid drive system, flight control system, battery, and communication and navigation system. Make sure all systems are in the best condition. At this time, the delta wing mechanism 30 is in a folded state, and the rotor flight mechanism 20 is in an unfolded state. During the vertical take-off phase: the combined aircraft uses an electric drive system to drive the rotor flight mechanism 20 to provide the thrust required for take-off. During the take-off phase, the rotor of the aircraft provides sufficient thrust downward to enable the aircraft to rise vertically. During this process, the flight control system will accurately control the thrust of each rotor or engine to maintain the stability of the aircraft and safety during take-off.

[0071] During the low-altitude flight stage, the flight mode is switched: once the aircraft reaches a certain height, it will switch the flight mode. For example, the rotor flight mechanism 20 will tilt the rotor to a certain angle relative to the horizontal position, and at the same time start the propulsion mechanism 40 to perform horizontal flight. At this time, the wing mechanism 32 of the delta wing mechanism 30 can also be unfolded, and the wing mechanism 32 is used to generate a second aerodynamic force, which can provide a second aerodynamic force for the fuselage 10, thereby cooperating with the first aerodynamic force generated by the rotor flight mechanism 20 to increase the flight time. The delta wing mechanism 30 can also reduce the risk of rotor failure and improve the safety performance of the flight. During the horizontal cruising stage: during the low-altitude flight stage, the combined aircraft can perform horizontal flight like a powered delta wing, and can also adjust the flight attitude through the rotor mechanism 21 of the rotor flight mechanism 20, and adjust the flight attitude of the aircraft by adjusting the tilt angle and speed of the rotor mechanism 21 and cooperating with the delta wing mechanism 30. The electric drive system will continue to provide thrust, and the flight control system will adjust the attitude and speed of the aircraft to achieve the best flight efficiency. It should be noted that when encountering special circumstances, the aircraft needs to quickly increase its flight speed in a short period of time, and the delta wing mechanism 30 can be quickly folded and detached and discarded, thereby reducing flight resistance in a short period of time and achieving the purpose of increasing speed. During the flight, the communication and navigation system will continue to work, maintain communication with the ground control center, and provide the position and heading information of the aircraft. This helps to ensure that the aircraft flies according to the predetermined route and make adjustments when necessary.

[0072] During the landing phase, the flight mode is switched: when the aircraft approaches the destination, it will switch the flight mode again to prepare for landing. For example, the rotor mechanism 21 of the rotor flight mechanism 20 will turn the rotor from the tilted position back to the horizontal position to provide reverse thrust for the fuselage 10.

[0073] In the vertical landing stage: In the landing stage, the rotor mechanism 21 of the combined aircraft will provide thrust downward to slow down the aircraft's descent speed and achieve a smooth vertical landing. In addition, the wing mechanism 32 of the unfolded delta wing mechanism 30 and the rotor mechanism 21 can also be used to achieve a fast and stable gliding landing. The flight control system will accurately control this process to ensure the safety and accuracy of the landing.

[0074] In summary, the combined aircraft of this embodiment combines a variety of technologies, including an electric drive system, a flight control system (including a rotor flight mechanism 20 and a delta wing mechanism 30), efficient battery technology, and a communication and navigation system. The combination of these technologies enables the combined aircraft to achieve unprecedented efficiency and safety in vertical takeoff and landing and flight. During takeoff, low-altitude flight, and landing, the combined aircraft relies on the precise control and efficient performance of these technologies to achieve its unique flight capabilities.

[0075] The embodiments of the present invention are described in detail above in conjunction with the accompanying drawings, but the present invention is not limited to the above embodiments, and various changes can be made within the knowledge scope of ordinary technicians in the relevant technical field without departing from the purpose of the present invention.

Claims

1. A modular aircraft, characterized in that: include: A fuselage, wherein a support frame is arranged on the peripheral side of the fuselage; A rotor flight mechanism, the rotor flight mechanism is arranged on the support frame, the rotor flight mechanism is arranged on the peripheral side of the fuselage, and the rotor flight mechanism is used to generate a first aerodynamic force for the vertical take-off and landing of the fuselage; as well as A foldable delta wing mechanism can be detachably arranged on the support frame and located on the upper side of the support frame. The unfolded delta wing mechanism is used to generate a second aerodynamic force for the fuselage. The folded delta wing mechanism can be detached from the fuselage to speed up the fuselage.

2. A combined aircraft according to claim 1, characterized in that: The delta wing mechanism comprises: A folding and unfolding frame, which can be detachably connected to the supporting frame and can be folded and unfolded on the upper side of the fuselage; and The wing mechanism is arranged on the folding and unfolding frame and connected to the folding and unfolding frame, the folding and unfolding frame drives the wing mechanism to fold and unfold, the lower end of the folding and unfolding frame is detachably connected to the supporting frame, and the upper end of the folding and unfolding frame is connected to the wing mechanism.

3. A combined aircraft according to claim 1, characterized in that: The rotor flight mechanism can be folded and unfolded on the peripheral side of the fuselage, and the rotor flight mechanism includes: Several rotor mechanisms; A rotorcraft arm, one end of which is movably arranged on the support frame, the rotor mechanism is rotatably arranged on the other end of the rotorcraft arm, the rotor mechanism and the rotorcraft arm are arranged in a one-to-one correspondence, and the rotorcraft arm can be folded and unfolded on the peripheral side of the support frame.

4. A combined aircraft according to claim 3, characterized in that: The rotor arms on the front side of the fuselage and the rotor arms on the rear side of the fuselage are staggered in the vertical direction, and the rotor arms on the left side of the fuselage and the corresponding rotor arms on the right side of the fuselage are horizontally arranged on the same plane.

5. A combined aircraft according to claim 3 or 4, characterized in that: The rotorcraft arm comprises: a fixed arm, one end of which is fixedly mounted on the support frame; and A rotating arm, one end of which is rotatably connected to the other end of the fixed arm, the other end of which is provided with the rotor mechanism, and the rotating rotating arm is used to fold and unfold the rotorcraft arm.

6. A combined aircraft according to claim 1, characterized in that: It also includes a propulsion mechanism, which is arranged at the tail of the support frame and is used to generate a third aerodynamic force of the fuselage.

7. A combined aircraft according to claim 6, characterized in that: The propulsion mechanism includes a tail propeller mechanism.

8. A combined aircraft according to claim 1, characterized in that: A landing gear is arranged at the bottom of the support frame.

9. A modular aircraft according to claim 1, characterized in that: The fuselage is provided with a cockpit, and the cockpit is provided with operating components, and the operating components are respectively connected to the rotor flight mechanism and the delta wing mechanism.

10. A combined aircraft according to claim 6, characterized in that: The fuselage is provided with a cockpit, and the cockpit is provided with operating components, and the operating components are respectively connected with the rotor flight mechanism, the delta wing mechanism and the propulsion mechanism.

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