Intelligent deformation double-wing-head vertical take-off and landing aircraft

Abstract

The utility model discloses an intelligent deformation double-wing-head vertical take-off and landing aircraft, and relates to the technical field of aircrafts. The intelligent transformation double-wing-head vertical take-off and landing aircraft comprises an aircraft body, vertical take-off and landing mechanisms, folding and unfolding mechanisms and at least two wing heads, and the vertical take-off and landing mechanisms are arranged on the two sides of the aircraft body and used for driving the aircraft body to take off and land vertically; the folding and unfolding mechanism is arranged at the top of the machine body; the at least two wing heads are separably arranged on the folding and unfolding mechanism, the at least two wing heads are distributed at intervals in the vertical direction, and the folding and unfolding mechanism is used for folding or unfolding the wing heads. According to the intelligent transformable double-wing-head vertical take-off and landing aircraft, the aircraft body takes off and lands vertically, so that the aircraft does not need to slide during take-off, and the requirement for a flight site is not high; when the aircraft breaks down, the wing heads can provide lift force for the aircraft body and buffer the aircraft body, so that the aircraft body slowly descends in a gliding state, safe falling of the aircraft body is guaranteed, and direct crash of the aircraft body is avoided.

Description

Technical Field

[0001] The utility model relates to the technical field of aircraft, in particular to an intelligent deformable double-wing head vertical take-off and landing aircraft. Background Art

[0002] With the development of the low-altitude economy, various composite aircraft have emerged and are deeply loved by flight enthusiasts. However, existing aircraft have the following disadvantages: 1. The aircraft uses a powered delta wing and needs to taxi when taking off, which will be restricted by the flight site, thus affecting the further development and popularization of the aircraft; 2. There are certain safety hazards. If the flight drive mechanism fails during the flight, it is easy to cause the aircraft to crash directly, endangering the life of the pilot; 3. The endurance of the aircraft is not high and the use scenarios are limited. 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 proposes an intelligent deformable double-wing head vertical take-off and landing aircraft, which can take off and land vertically without taxiing and has high safety.

[0004] The intelligent deformable double-wing head vertical take-off and landing aircraft according to the embodiment of the utility model includes:

[0005] Body;

[0006] A vertical take-off and landing mechanism is arranged on both sides of the machine body, and the vertical take-off and landing mechanism is used to drive the machine body to perform vertical take-off and landing;

[0007] A folding and unfolding mechanism is arranged on the top of the machine body;

[0008] At least two wing heads are detachably arranged on the folding and unfolding mechanism, the at least two wing heads are spaced apart in the vertical direction, and the folding and unfolding mechanism is used to fold or unfold the wing heads.

[0009] According to some embodiments of the present invention, there are two wing heads, namely a first wing head and a second wing head. The first wing head is closer to the fuselage than the second wing head in the vertical direction, and the surface area of ​​the first wing head is greater than that of the second wing head.

[0010] According to some embodiments of the utility model, the vertical take-off and landing mechanism includes a plurality of rotor devices, which are respectively arranged on both sides of the nose and tail of the fuselage, each of the rotor devices includes a rotor arm, one end of the rotor arm is connected to the fuselage, and the other end of the rotor arm is provided with a propeller and a driving device, and the driving device is used to drive the propeller to rotate.

[0011] According to some embodiments of the utility model, the rotor devices on both sides of the nose of the fuselage are staggered in the vertical direction with the rotor devices on both sides of the tail of the fuselage, and the height of the rotor devices on both sides of the nose of the fuselage is lower than that of the rotor devices on both sides of the tail of the fuselage.

[0012] According to some embodiments of the present invention, a tail thrust mechanism is further included, wherein the tail thrust mechanism is disposed at the tail of the aircraft body and is used to drive the aircraft body to fly forward.

[0013] According to some embodiments of the present utility model, the tail thrust mechanism includes a tail motor and a tail rotor, the tail rotor is arranged at the tail of the fuselage, and the tail motor is connected to the tail rotor for driving the tail rotor to rotate.

[0014] According to some embodiments of the utility model, the body is provided with a cockpit, and a control panel is provided in the cockpit, and the control panel is used to control the actions of the vertical take-off and landing mechanism and the folding and unfolding mechanism.

[0015] According to some embodiments of the present invention, the fuselage and / or the wing head are provided with an angle sensor.

[0016] According to some embodiments of the present invention, a flight controller is further included. The flight controller is respectively communicated with the vertical take-off and landing mechanism and the folding and unfolding mechanism, and the flight controller is used to control the actions of the vertical take-off and landing mechanism and the folding and unfolding mechanism.

[0017] According to some embodiments of the present invention, a landing gear is provided at the bottom of the machine body.

[0018] According to the intelligent deformable double-wing head vertical take-off and landing aircraft of the embodiment of the utility model, at least the following beneficial effects are achieved: by adopting a vertical take-off and landing mechanism to control the take-off and landing of the aircraft body, the aircraft body can take off and land vertically, so that there is no need to taxi during take-off, the requirements for the flight site are not high, the use scenarios are wider, and it is easier to develop and popularize. The wing head can be folded or unfolded, and the folding and unfolding of the wing head are controlled by the folding and unfolding mechanism. The wing head plays two roles in the unfolding process: one is that during the flight of the aircraft, the wing head is usually tilted, and the wing head will generate a forward component force to drive the aircraft body to fly forward, thereby saving the driving force of the aircraft body and improving the endurance of the aircraft body; the other role is to provide additional lift and stability for the aircraft. When the aircraft fails and the vertical take-off and landing mechanism cannot work normally and the aircraft falls downward, the wing head plays a role similar to a parachute, which can provide a lift to the aircraft body and cushion the aircraft body, so that the aircraft body slowly descends in a gliding state, ensuring the safe fall of the aircraft body and avoiding the direct crash of the aircraft body. At the same time, since the wing head is detachably arranged on the folding and unfolding mechanism, when the fuselage encounters a special situation and needs to be accelerated urgently, the folding and unfolding mechanism can control the wing head to separate from the fuselage, thereby reducing the resistance of the fuselage and increasing the speed of the fuselage.

[0019] 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

[0020] 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:

[0021] Figure 1 It is a schematic structural diagram of the intelligent deformable double-wing head vertical take-off and landing aircraft of an embodiment of the utility model when the wing heads are unfolded;

[0022] Figure 2 It is a structural schematic diagram of another perspective of the intelligent deformable double-wing head vertical take-off and landing aircraft of an embodiment of the utility model when the wing heads are unfolded;

[0023] Figure 3 It is a schematic structural diagram of the intelligent deformable double-wing head vertical take-off and landing aircraft of an embodiment of the utility model when the wing head is folded;

[0024] Reference numerals:

[0025] The fuselage 100 , the nose 110 , the tail 120 , the cockpit 130 , the landing gear 140 , the vertical take-off and landing mechanism 200 , the rotor arm 210 , the propeller 220 , the driving device 230 , the folding and unfolding mechanism 300 , the wing head 400 , the first wing head 410 , the second wing head 420 , the tail thrust mechanism 500 , the tail motor 510 , and the tail rotor 520 . DETAILED DESCRIPTION

[0026] This section will describe in detail the specific embodiments of the utility model. The preferred embodiments of the utility model are shown in the accompanying drawings. The purpose of the accompanying drawings is to supplement the description of the text part of the specification with graphics, so that people can intuitively and vividly understand each technical feature and the overall technical solution of the utility model, but it cannot be understood as a limitation on the protection scope of the utility model.

[0027] 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.

[0028] 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.

[0029] 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.

[0030] With the development of the low-altitude economy, various composite aircraft have emerged and are deeply loved by flight enthusiasts. However, existing aircraft have the following disadvantages: 1. The aircraft uses a powered delta wing and needs to taxi when taking off, which will be restricted by the flight site, thus affecting the further development and popularization of the aircraft; 2. There are certain safety hazards. If the flight drive mechanism fails during the flight, it is easy to cause the aircraft to crash directly, endangering the life of the pilot; 3. The endurance of the aircraft is not high and the use scenarios are limited.

[0031] In order to solve the above problems, the embodiment of the utility model proposes an intelligent deformable double-wing head vertical take-off and landing aircraft, which uses a vertical take-off and landing mechanism to control the take-off and landing of the aircraft body, so that the aircraft body can take off and land vertically, so that there is no need to taxi during take-off, the requirements for the flight site are not high, the use scenarios are wider, and it is easier to develop and popularize. The wing head can be folded or unfolded, and the folding and unfolding of the wing head are controlled by the folding and unfolding mechanism. The wing head plays two roles in the unfolding process: one is that during the flight of the aircraft, the wing head is usually tilted, and the wing head will generate a forward component force to drive the aircraft body to fly forward, thereby saving the driving force of the aircraft body and improving the endurance of the aircraft body; the other role is to provide additional lift and stability for the aircraft. When the aircraft fails and the vertical take-off and landing mechanism cannot work normally and the aircraft falls down, the wing head plays a role similar to a parachute, which can provide a lift to the aircraft body and cushion the aircraft body, so that the aircraft body slowly descends in a gliding state, ensuring the safe fall of the aircraft body and avoiding the direct crash of the aircraft body. At the same time, since the wing head is detachably arranged on the folding and unfolding mechanism, when the fuselage encounters a special situation and needs to be accelerated urgently, the folding and unfolding mechanism can control the wing head to separate from the fuselage, thereby reducing the resistance of the fuselage and increasing the speed of the fuselage.

[0032] like Figure 1-Figure 3 As shown, an embodiment of the utility model proposes an intelligent deformable double-wing head vertical take-off and landing aircraft, including a body 100, a vertical take-off and landing mechanism 200, a folding and unfolding mechanism 300 and at least two wing heads 400; the vertical take-off and landing mechanism 200 is arranged on both sides of the body 100, and the vertical take-off and landing mechanism 200 is used to drive the body 100 to perform vertical take-off and landing; the folding and unfolding mechanism 300 is arranged on the top of the body 100, at least two wing heads 400 are detachably arranged on the folding and unfolding mechanism 300, at least two wing heads 400 are spaced apart in the vertical direction, and the folding and unfolding mechanism 300 is used to fold or unfold the wing heads 400.

[0033] Specifically, in this example, the vertical take-off and landing mechanism 200 is used to control the take-off and landing of the aircraft 100, so that the aircraft 100 can take off and land vertically, so that there is no need to taxi during take-off, the requirements for the flight site are not high, the use scenarios are wider, and it is easier to develop and popularize. The wing head 400 can be folded or unfolded. The unfolded state of the wing head 400 is as follows: Figure 1 and Figure 2 As shown, the folded state of the wing head 400 is as shown in FIG. Figure 3The folding and unfolding of the wing head 400 is controlled by the folding and unfolding mechanism 300. The principle of the folding and unfolding of the wing head 400 by the folding and unfolding mechanism 300 is similar to the principle of opening and folding an umbrella. When unfolding, multiple frames of the folding and unfolding mechanism 300 extend outward to unfold the wing head 400. When folding, multiple frames retract inward to fold the wing head 400. When the fuselage 100 takes off, the wing head 400 is in a folded state in order to reduce the resistance of takeoff; during the flight, in order to ensure the flight safety of the aircraft, the wing head 400 is in an unfolded state. The wing head 400 plays two roles in the unfolding process: one is that when the aircraft is in flight, the wing head 400 is generally tilted, and the wing head 400 will generate a forward component force to drive the fuselage 100 to fly forward, thereby saving the driving force of the fuselage 100 and improving the endurance of the fuselage 100; the other role is to provide additional lift and stability for the aircraft. When the aircraft fails and the vertical take-off and landing mechanism 200 cannot work normally and causes the aircraft to fall downward, the wing head 400 plays a role similar to a parachute, which can provide a lift to the fuselage 100 and cushion the fuselage 100, so that the fuselage 100 slowly descends in a gliding state, ensuring the safe fall of the fuselage 100 and avoiding a direct crash of the fuselage 100. At the same time, since the wing head 400 is detachably arranged on the folding and unfolding mechanism 300 , when the fuselage 100 encounters a special situation and needs to be accelerated urgently, the folding and unfolding mechanism 300 can control the wing head 400 to separate from the fuselage 100 , thereby reducing the resistance of the fuselage 100 .

[0034] It can be seen that according to the intelligent deformable double-wing head vertical take-off and landing aircraft proposed in the embodiment of the utility model, the take-off and landing of the fuselage 100 is controlled by the vertical take-off and landing mechanism 200, so that the fuselage 100 can take off and land vertically, so that there is no need to taxi during take-off, the requirements for the flight site are not high, the use scene is wider, and it is easier to develop and popularize. The folding and unfolding of the wing head 400 is controlled by the folding and unfolding mechanism 300, which not only improves the endurance of the aircraft, but also ensures the flight safety of the aircraft. When the fuselage 100 encounters special circumstances and needs to speed up urgently, the wing head 400 can also be controlled by the folding and unfolding mechanism 300 to detach from the fuselage 100, thereby reducing the resistance of the fuselage 100. In addition, since a plurality of wing heads 400 are provided, it is possible to reduce the surface area of ​​each wing head 400 while ensuring that sufficient lift is provided to the fuselage 100, so that the overall structure is more compact, easier to fold, and has better aerodynamic capabilities.

[0035] Furthermore, if Figure 1As shown, in some embodiments of the present invention, there are two wing heads 400, namely a first wing head 410 and a second wing head 420. The first wing head 410 is closer to the fuselage 100 than the second wing head 420 in the vertical direction, and the surface area of ​​the first wing head 410 is greater than the surface area of ​​the second wing head 420.

[0036] Specifically, in this example, the number of wing heads 400 is set to two, wherein the surface area of ​​the first wing head 410 close to the fuselage 100 is relatively large, and the surface area of ​​the second wing head 420 far from the fuselage 100 is small. By setting two wing heads 400, compared with a traditional single wing head, the surface areas of the two wing heads 400 are both smaller than that of the traditional single wing head, the structure is more compact, and folding and unfolding are more convenient; at the same time, since two wing heads 400 are used, the two wing heads 400 can provide a certain lift for the fuselage 100. By setting the surface area of ​​the first wing head 410 to be larger than the surface area of ​​the second wing head 420, the two wing heads 400 have a more layered sense, ensuring that the two wing heads 400 do not affect each other.

[0037] Furthermore, if Figure 1 As shown, in some embodiments of the present invention, the vertical take-off and landing mechanism 200 includes a plurality of rotor devices, which are respectively arranged on both sides of the nose portion 110 and the tail portion 120 of the fuselage 100, each rotor device includes a rotor arm 210, one end of the rotor arm 210 is connected to the fuselage 100, and the other end of the rotor arm 210 is provided with a propeller 220 and a driving device 230, and the driving device 230 is used to drive the propeller 220 to rotate.

[0038] It should be noted that, in this example, the driving device 230 can be a motor, and the motor can be used to drive the propeller 220 to rotate, thereby generating aerodynamic force on the body 100. The propeller 220 and the driving device 230 are connected to the body 100 through the rotor arm 210. In this example, a rotor arm 210 is provided on each of the left and right sides of the nose 110 of the body 100, and the end of each rotor arm 210 can be connected to two more propellers 220 and the driving device 230 in the vertical direction, and the propellers 220 and the driving device 230 correspond one to one. A rotor arm 210 is also provided on each of the left and right sides of the tail 120 of the body 100, and the end of each rotor arm 210 can be connected to two more propellers 220 and the driving device 230 in the vertical direction, and the propellers 220 and the driving device 230 correspond one to one. It should be noted that more rotor devices may be arranged on the left and right sides of the fuselage 100, but the left and right sides of the fuselage 100 must be balanced; or the rotor devices may be arranged on the left and right sides of the middle of the fuselage 100, such as Figure 3In this example, the vertical take-off and landing mechanism 200 includes a total of four rotor devices, which are respectively arranged on the front and rear left and right sides of the body 100, and each rotor device includes a rotor arm 210, two propellers 220 and two drive devices 230 (motors), that is, a total of eight motors.

[0039] Furthermore, if Figure 2 As shown, in some embodiments of the present invention, the rotor devices on both sides of the nose portion 110 of the fuselage 100 are staggered in the vertical direction with the rotor devices on both sides of the tail portion 120 of the fuselage 100, and the height of the rotor devices on both sides of the nose portion 110 of the fuselage 100 is lower than the rotor devices on both sides of the tail portion 120 of the fuselage 100.

[0040] Specifically, in order to optimize the stability and maneuverability of the aircraft, the rotor arms 210 of the nose 110 of the fuselage 100 and the rotor arms 210 of the tail 120 are staggered in the vertical direction. This layout helps to disperse the airflow interference generated by the rotor device and improve the stability and control accuracy of the aircraft. At the same time, the rotor arms 210 of the nose 110 are usually set at a lower position, while the rotor arms 210 of the tail 120 are set at a higher position. This high and low layout also helps to fold and install the rotor device. In addition, the rotor arm 210 on the left side of the fuselage 100 and the corresponding rotor arm 210 on the right side of the fuselage 100 are set at the same horizontal height to maintain the left-right symmetry of the aircraft. The layout of the left-right symmetrical rotor arms 210 helps to maintain the balance of the aircraft, reduce the tendency of yaw and roll, and can also provide better flight stability. During the flight, the lift and torque generated by the rotor devices 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.

[0041] By comprehensively considering the staggered arrangement of the front and rear rotor arms 210 and the horizontal arrangement of the left and right rotor arms 210 , 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.

[0042] Furthermore, if Figure 2As shown, in some embodiments of the utility model, the intelligent deformable double-wing head vertical take-off and landing aircraft also includes a tail thrust mechanism 500, which is arranged at the tail of the body 100, and the tail thrust mechanism 500 is used to drive the body 100 to fly forward. During the flight, the tail thrust mechanism 500 can provide aerodynamic force to the body 100 to enhance the flight performance and stability of the aircraft. The tail thrust mechanism 500 can be a jet engine, a propeller thruster, or other types of aerodynamic propulsion devices, and 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 tail thrust mechanism 500 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.

[0043] like Figure 2 As shown, in this example, the tail thrust mechanism 500 includes a tail motor 510 and a tail rotor 520. The tail rotor 520 is disposed at the tail of the fuselage 100. The tail motor 510 is connected to the tail rotor 520 to drive the tail rotor 520 to rotate. The tail thrust mechanism 500 generates thrust by driving the tail rotor 520 to rotate through the tail motor 510 to assist the flight of the aircraft.

[0044] like Figure 1 As shown, in some embodiments of the present invention, the fuselage 100 is the core structure of the entire aircraft, and is provided with a cockpit 130. The cockpit 130 is provided with a control panel, which includes various systems such as the control system and navigation system of the entire aircraft. The pilot can sit in the cockpit 130 and control the flight state of the aircraft through the control panel. For example, the pilot can control the action of the vertical take-off and landing mechanism 200 through the control panel to make the aircraft take off or land; the pilot can also control the action of the folding and unfolding mechanism 300 through the control panel, so that the folding and unfolding mechanism 300 unfolds or folds the wing head 400 or makes the wing head 400 separate from the fuselage 100; the pilot can also control the action of the tail thrust mechanism 500 through the control panel. Specifically, the cockpit 130 is designed as an ergonomic and comfortable environment to ensure that the pilot can maintain a good working state during a long flight. The cockpit 130 is equipped with seats, instrument display systems and necessary flight control equipment. In order to provide the pilot with a wide field of vision, the front window of the cockpit 130 is designed to be a large area of ​​transparent material, and observation windows are also provided on the side and top to ensure that the pilot can observe the external environment in all directions. The cockpit 130 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 oxygen supply system to cope with emergencies.

[0045] Furthermore, in some embodiments of the present invention, the intelligent deformable double-wing head vertical take-off and landing aircraft also includes a flight controller, which is respectively connected to the vertical take-off and landing mechanism 200, the folding and unfolding mechanism 300, and the tail thrust mechanism 500, and the flight controller is used to control the actions of the vertical take-off and landing mechanism 200, the folding and unfolding mechanism 300, and the tail thrust mechanism 500. By configuring the flight controller, the aircraft is suitable for unmanned driving scenarios. In this scenario, there is no need for a pilot to sit in the cockpit 130 to control the aircraft. The operator only needs to be on the ground to control the flight state of the aircraft through the flight controller, thereby making the aircraft more intelligent and having a wider range of application scenarios.

[0046] Furthermore, in some embodiments of the utility model, the fuselage 100 and / or the wing head 400 are provided with an angle sensor. The angle sensor can detect the flight attitude of the aircraft during flight, so as to cope with different situations; during flight, the aircraft needs to rise or land, needs to maintain a certain tilt angle front and back, needs to turn by rolling, and in these operations, an angle sensor is needed to detect the attitude of the aircraft, so as to adjust the speed of each motor in the vertical take-off and landing mechanism 200 and the tail thrust mechanism 500 in real time according to the actual situation, and then adjust the attitude of the aircraft in real time to ensure the safety and stability of the flight. At the same time, during the flight, the aircraft may be passively tilted due to weather and other reasons. At this time, the detection results of the angle sensor can also be used to adjust the various mechanisms in real time to ensure the stable flight of the aircraft.

[0047] Furthermore, if Figure 2 As shown, in some embodiments of the present invention, a landing gear 140 is provided at the bottom of the body 100. During the landing process of the body 100, when the body 100 is about to touch the ground, the body 100 is lowered to the ground by the landing gear 140, thereby supporting the entire body 100, so that the entire body 100 lands smoothly.

[0048] The following is a further description of the intelligent deformable double-wing head vertical take-off and landing aircraft of the utility model based on the complete flight process of the aircraft:

[0049] Before takeoff: Before takeoff, 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, to ensure that all systems are in the best condition. At this time, the wing head 400 is in a folded state.

[0050] Vertical take-off stage: The vertical take-off and landing mechanism 200 provides the thrust required for the aircraft to take off, so that the aircraft can rise vertically. During this process, the flight control system will accurately control the speed and direction of each motor to maintain the stability of the aircraft and the safety during take-off.

[0051] Low-altitude flight stage: Once the aircraft reaches a certain height, it will switch flight modes. For example, each motor of the vertical take-off and landing mechanism 200 is differentially controlled, and the tail thrust mechanism 500 is started at the same time, so that the body 100 flies forward in the desired attitude. At this time, the wing head 400 can also be unfolded, and the wing head 400 is used to provide additional lift and thrust to improve the endurance performance of the aircraft and ensure the flight safety of the aircraft. During the flight, the attitude of the aircraft is adjusted by controlling the speed of each motor of the vertical take-off and landing mechanism 200 and the tail thrust mechanism 500, and operations such as turning of the aircraft are realized. It should be noted that when encountering special circumstances, the aircraft needs to increase the flight speed quickly in a short time. At this time, the wing head 400 can also be quickly folded and detached and discarded, so as to reduce the flight resistance in a short time and achieve the purpose of speed increase. 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, which helps to ensure that the aircraft flies according to the predetermined route and makes adjustments when necessary.

[0052] Landing phase: When the aircraft approaches the destination, it will switch flight mode again and prepare for landing. The vertical take-off and landing mechanism 200 controls the body 100 to descend. At the same time, the unfolded wing head 400 can be used to make the aircraft glide and land quickly and stably. The flight control system will accurately control this process to ensure the safety and accuracy of the landing.

[0053] In summary, the intelligent deformable double-wing head vertical take-off and landing aircraft of the embodiment of the utility model can achieve high efficiency, safety, stability and long endurance in vertical take-off and landing and flight, which is conducive to the popularization and development of the aircraft.

[0054] In the description of this specification, the description with reference to the terms "one embodiment", "further embodiments", "some specific embodiments" or "some examples" etc. means that the specific features, structures or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the utility model. In this specification, the schematic representation of the above terms does not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in any one or more embodiments or examples in a suitable manner.

[0055] Although the embodiments of the present invention have been shown and described, those skilled in the art will appreciate that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and spirit of the present invention, and that the scope of the present invention is defined by the claims and their equivalents.

Claims

1. An intelligent deformable double-wing head vertical take-off and landing aircraft, characterized in that: include: Body; A vertical take-off and landing mechanism is arranged on both sides of the machine body, and the vertical take-off and landing mechanism is used to drive the machine body to perform vertical take-off and landing; A folding and unfolding mechanism is arranged on the top of the machine body; At least two wing heads are detachably arranged on the folding and unfolding mechanism, the at least two wing heads are spaced apart in the vertical direction, and the folding and unfolding mechanism is used to fold or unfold the wing heads.

2. The intelligent deformable double-wing head vertical take-off and landing aircraft according to claim 1, characterized in that: There are two wing heads, namely a first wing head and a second wing head. The first wing head is closer to the fuselage than the second wing head in the vertical direction, and the surface area of ​​the first wing head is greater than that of the second wing head.

3. The intelligent deformable double-wing head vertical take-off and landing aircraft according to claim 1, characterized in that: The vertical take-off and landing mechanism includes a plurality of rotor devices, which are respectively arranged on both sides of the nose and tail of the fuselage. Each of the rotor devices includes a rotor arm, one end of which is connected to the fuselage, and the other end of the rotor arm is provided with a propeller and a driving device, and the driving device is used to drive the propeller to rotate.

4. The intelligent deformable double-wing head vertical take-off and landing aircraft according to claim 3, characterized in that: The rotor devices on both sides of the nose of the fuselage are staggered in the vertical direction with the rotor devices on both sides of the tail of the fuselage, and the height of the rotor devices on both sides of the nose of the fuselage is lower than that of the rotor devices on both sides of the tail of the fuselage.

5. The intelligent deformable double-wing head vertical take-off and landing aircraft according to claim 1, characterized in that: It also includes a tail thrust mechanism, which is arranged at the tail of the aircraft body and is used to drive the aircraft body to fly forward.

6. The intelligent deformable double-wing head vertical take-off and landing aircraft according to claim 5, characterized in that: The tail thrust mechanism includes a tail motor and a tail rotor. The tail rotor is arranged at the tail of the fuselage. The tail motor is connected to the tail rotor and is used to drive the tail rotor to rotate.

7. The intelligent deformable double-wing head vertical take-off and landing aircraft according to claim 1, characterized in that: The body is provided with a cockpit, and a control panel is provided in the cockpit. The control panel is used to control the actions of the vertical take-off and landing mechanism and the folding and unfolding mechanism.

8. The intelligent deformable double-wing head vertical take-off and landing aircraft according to claim 1, characterized in that: The fuselage and / or the wing head are provided with an angle sensor.

9. The intelligent deformable double-wing head vertical take-off and landing aircraft according to claim 1, characterized in that: It also includes a flight controller, which is communicated with the vertical take-off and landing mechanism and the folding and unfolding mechanism respectively, and is used to control the actions of the vertical take-off and landing mechanism and the folding and unfolding mechanism.

10. The intelligent deformable double-wing head vertical take-off and landing aircraft according to claim 1, characterized in that: A landing gear is arranged at the bottom of the machine body.

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