Aircraft

Abstract

The utility model provides an aircraft, which relates to the technical field of aircrafts and comprises an aircraft body, an aircraft frame, a front propeller and a rear propeller, the rack is rotationally connected to the fuselage around a pitch axis; the front thruster and the rear thruster are arranged at intervals along the longitudinal axis, and at least one of the front thruster and the rear thruster tilts relative to the fuselage around the axis parallel to the pitch axis. The rack can tilt around the pitch axis relative to the fuselage, so that the fuselage cannot tilt, and the stability of the aircraft is improved. In addition, the tilting rack can enable the front propeller and the rear propeller which tilt to the horizontal state to be staggered in the horizontal direction, so that pneumatic interference of the front propeller, the rear propeller and the aircraft body is reduced, and the propelling efficiency of the aircraft is guaranteed.

Description

Technical Field

[0001] The utility model relates to the technical field of aircrafts, and particularly relates to an aircraft. Background Art

[0002] When a multi-rotor aircraft flies forward or backward, a height difference needs to be generated between the front and rear rotors, and then the whole aircraft tilts. There are technical problems such as an increased windward area, large flight resistance, and poor riding comfort for passengers. In addition, the thrusters can be arranged along a direction or arranged close to the horizontal, thereby generating a lateral thrust to drive the aircraft to fly forward or backward. However, the airflows formed by the thrusters located in the front and the rear will interfere with each other, which will affect the flight stability and propulsion efficiency of the aircraft. Content of the Utility Model

[0003] The purpose of the utility model is to provide an aircraft to alleviate the technical problems of air flow interference between the front and rear thrusters of the aircraft and poor aircraft stability.

[0004] In a first aspect, the aircraft provided by the utility model includes: a fuselage, a frame, a front thruster, and a rear thruster; the frame tilts relative to the fuselage about a pitch axis, and the tilting angle is adjustable; the front thruster and the rear thruster are arranged at intervals along the longitudinal axis, and at least one of the front thruster and the rear thruster tilts relative to the fuselage about an axis parallel to the pitch axis, and the tilting angle is adjustable.

[0005] Combined with the first aspect, the utility model provides a first possible implementation manner of the first aspect, wherein the frame includes: a first support rod, a second support rod, a front cross shaft, and a rear cross shaft; the first support rod and the second support rod are respectively connected to the fuselage, and the fuselage is located between the front cross shaft and the rear cross shaft; the front cross shaft is connected between the first support rod and the second support rod, and the front thruster tilts about the front cross shaft, and the tilting angle is adjustable; the rear cross shaft is connected between the first support rod and the second support rod, and the rear thruster tilts about the rear cross shaft, and the tilting angle is adjustable.

[0006] Combined with the first possible implementation manner of the first aspect, the utility model provides a second possible implementation manner of the first aspect, wherein the front cross shaft includes: a front shaft main body, a first side shaft section, and a second side shaft section; the front shaft main body is connected between the first side shaft section and the second side shaft section, and the first side shaft section and the second side shaft section respectively stretch or fold relative to the front shaft main body; at least one front thruster is respectively installed on the front shaft main body, the first side shaft section, and the second side shaft section.

[0007] Combined with the first possible implementation manner of the first aspect, the present utility model provides a third possible implementation manner of the first aspect, wherein the rear cross shaft includes: a rear shaft main body, a third side shaft section, and a fourth side shaft section; the rear shaft main body is connected between the third side shaft section and the fourth side shaft section, and the third side shaft section and the fourth side shaft section are respectively telescopic or foldable relative to the rear shaft main body; at least one rear thruster is respectively installed on the rear shaft main body, the third side shaft section, and the fourth side shaft section.

[0008] Combined with the first possible implementation manner of the first aspect, the present utility model provides a fourth possible implementation manner of the first aspect, wherein the first support rod and the second support rod are respectively connected to the main cross shaft, the main cross shaft is located between the front cross shaft and the rear cross shaft, and a middle thruster is installed on the main cross shaft.

[0009] Combined with the fourth possible implementation manner of the first aspect, the present utility model provides a fifth possible implementation manner of the first aspect, wherein the middle thruster is installed with a deflector.

[0010] Combined with the fourth possible implementation manner of the first aspect, the present utility model provides a sixth possible implementation manner of the first aspect, wherein the main cross shaft is coaxially arranged with the pitch axis, and the middle thruster tilts around the pitch axis and the tilting angle is adjustable.

[0011] Combined with the first possible implementation manner of the first aspect, the present utility model provides a seventh possible implementation manner of the first aspect, wherein the first support rod includes: a first front longitudinal rod, a first middle longitudinal rod, and a first rear longitudinal rod, and the first front longitudinal rod, the first middle longitudinal rod, and the first rear longitudinal rod are connected in sequence; the second support rod includes: a second front longitudinal rod, a second middle longitudinal rod, and a second rear longitudinal rod, and the second front longitudinal rod, the second middle longitudinal rod, and the second rear longitudinal rod are connected in sequence; the first middle longitudinal rod and the second middle longitudinal rod are respectively connected to the fuselage, a front thruster is connected between the first front longitudinal rod and the second front longitudinal rod, and a rear thruster is connected between the first rear longitudinal rod and the second rear longitudinal rod;

[0012] The plane where the first front longitudinal rod and the second front longitudinal rod are located has an included angle with the plane where the first middle longitudinal rod and the second middle longitudinal rod are located on the projection plane perpendicular to the pitch axis, and the plane where the first rear longitudinal rod and the second rear longitudinal rod are located has an included angle with the plane where the first middle longitudinal rod and the second middle longitudinal rod are located on the projection plane perpendicular to the pitch axis; or, the first front longitudinal rod tilts relative to the first middle longitudinal rod around an axis parallel to the front cross shaft and the tilting angle is adjustable, the first rear longitudinal rod tilts relative to the first middle longitudinal rod around an axis parallel to the rear cross shaft and the tilting angle is adjustable, the second front longitudinal rod tilts relative to the second middle longitudinal rod around an axis parallel to the front cross shaft and the tilting angle is adjustable, and the second rear longitudinal rod tilts relative to the second middle longitudinal rod around an axis parallel to the rear cross shaft and the tilting angle is adjustable.

[0013] Combined with the first possible implementation manner of the first aspect, the present utility model provides an eighth possible implementation manner of the first aspect, wherein front-side thrusters are respectively installed at the front sections of the first support rod and the second support rod, and rear-side thrusters are respectively installed at the rear sections of the first support rod and the second support rod.

[0014] Combined with the first aspect, the present utility model provides a ninth possible implementation manner of the first aspect, wherein the fuselage is detachably connected to the frame.

[0015] Combined with the first aspect, the present utility model provides a tenth possible implementation manner of the first aspect, wherein a parachute wing is connected to the fuselage and / or the frame.

[0016] Combined with the first aspect, the present utility model provides an eleventh possible implementation manner of the first aspect, wherein an airbag is installed below the fuselage and / or the frame.

[0017] Combined with the first aspect, the present utility model provides a twelfth possible implementation manner of the first aspect, wherein a support member is installed below the fuselage and / or the frame.

[0018] Combined with the first aspect, the present utility model provides a thirteenth possible implementation manner of the first aspect, wherein there are multiple front thrusters, and the multiple front thrusters are arranged at intervals and connected to the frame;

[0019] At least one of the front thrusters tilts relative to the frame around an axis parallel to the pitch axis, and the tilt angle is adjustable.

[0020] Combined with the first aspect, the present utility model provides a fourteenth possible implementation manner of the first aspect, wherein there are multiple rear thrusters, and the multiple rear thrusters are arranged at intervals and connected to the frame;

[0021] At least one of the rear thrusters tilts relative to the frame around an axis parallel to the pitch axis, and the tilt angle is adjustable.

[0022] Combined with the first aspect, the present utility model provides a fifteenth possible implementation manner of the first aspect, wherein one of the front thrusters and the rear thrusters is provided with one, and the other is provided with two;

[0023] The front thruster and the rear thruster respectively tilt relative to the frame around an axis parallel to the pitch axis, and the tilt angle is adjustable;

[0024] On the projection plane pointing from the front to the rear, the one of the front thruster and the rear thruster provided with one is located between the other two.

[0025] Combined with the first aspect, the present utility model provides a sixteenth possible implementation manner of the first aspect, wherein at least one of the front thruster and the rear thruster adopts at least two closed peripheral thrusters;

[0026] In any one of the front thrusters and the rear thrusters, at least two of the enclosed peripheral thrusters are symmetric with respect to the longitudinal axis reference line of the aircraft in the vertical direction projection, and at least two of the enclosed peripheral thrusters are staggered in the axial direction of the propeller.

[0027] Combined with the first aspect, the present utility model provides the seventeenth possible implementation manner of the first aspect, wherein the aircraft has a propulsion state;

[0028] In the propulsion state, the frame tilts relative to the fuselage around the pitch axis, so that the height position of the front thruster is lower than the height position of the rear thruster; on the projection plane perpendicular to the longitudinal axis, at least one front thruster is located below the fuselage, so that the propulsion airflow of the front thruster flows through below the fuselage.

[0029] Combined with the first aspect, the present utility model provides the eighteenth possible implementation manner of the first aspect, wherein the front thruster and / or the rear thruster is / are equipped with flow deflectors.

[0030] The embodiments of the present utility model bring the following beneficial effects: The frame is rotationally connected to the fuselage around the pitch axis, the front thruster and the rear thruster are arranged at intervals along the longitudinal axis, and at least one of the front thruster and the rear thruster tilts relative to the fuselage around an axis parallel to the pitch axis. The frame can tilt relative to the fuselage around the pitch axis, thereby not causing the fuselage to tilt and improving the stability of the aircraft. In addition, the tilted frame can make the front thruster and the rear thruster tilted to the horizontal state misaligned in the horizontal direction, thus avoiding interference between the front thruster and the rear thruster and ensuring the propulsion efficiency of the aircraft.

[0031] In order to make the above-mentioned objects, features and advantages of the present utility model more obvious and understandable, the following specific preferred embodiments are given, and in conjunction with the accompanying drawings, the detailed description is as follows. Description of the Drawings

[0032] In order to more clearly illustrate the specific implementation manners of the present utility model or the technical solutions in the related art, the following will briefly introduce the drawings required to be used in the description of the specific implementation manners or the related art. Obviously, the following drawings are some implementation manners of the present utility model. For those of ordinary skill in the art, without creative efforts, other drawings can also be obtained based on these drawings.

[0033] Figure 1 The top view of the first six-thruster aircraft provided by the embodiment of the present utility model; Figure 2 The top view of the first four-thruster aircraft provided by the embodiment of the present utility model;

[0034] Figure 3 The top view of the first eight-thruster aircraft provided by the embodiment of the present utility model;Figure 4 The top view of the first eight-propeller aircraft with a central thruster provided by the embodiment of the present utility model; Figure 5 The schematic diagram of the aircraft with a central thruster provided by the embodiment of the present utility model in the vertical take-off and landing state; Figure 6 The schematic diagram of the aircraft with a central thruster provided by the embodiment of the present utility model in the level flight state; Figure 7 The schematic diagram of the attitude change of the aircraft with a central thruster provided by the embodiment of the present utility model Figure 1 ; Figure 8 The schematic diagram of the attitude change of the aircraft with a central thruster provided by the embodiment of the present utility model Figure 2 ; Figure 9 The top view of the six-propeller aircraft with wings provided by the embodiment of the present utility model;

[0035] Figure 10 The top view of the two-propeller aircraft with wings provided by the embodiment of the present utility model; Figure 11 The top view of the four-propeller aircraft with four wings provided by the embodiment of the present utility model; Figure 12 The top view of the four-propeller aircraft with double wings provided by the embodiment of the present utility model; Figure 13 The schematic diagram of the emergency attitude of the aircraft provided by the embodiment of the present utility model when the thruster is damaged; Figure 14 The schematic diagram of the aircraft with a parachute provided by the embodiment of the present utility model; Figure 15 The top view of the aircraft with wings added to the back provided by the embodiment of the present utility model; Figure 16 The schematic diagram of the aircraft with wings added to the back provided by the embodiment of the present utility model; Figure 17 The schematic diagram of the aircraft with airbags installed at the bottom provided by the embodiment of the present utility model; Figure 18 The schematic diagram of the aircraft provided by the embodiment of the present utility model in the underwater forward state; Figure 19 The schematic diagram of the aircraft provided by the embodiment of the present utility model when the support member is configured as a wheel-leg structure; Figure 20 The top view of the twelve-propeller aircraft provided by the embodiment of the present utility model; Figure 21 The side view of the twelve-propeller aircraft provided by the embodiment of the present utility model; Figure 22 The top view of the eight-propeller aircraft provided by the embodiment of the present utility model; Figure 23 The top view of the second six-propeller aircraft provided by the embodiment of the present utility model; Figure 24 The top view of the third six-propeller aircraft provided by the embodiment of the present utility model; Figure 25 The top view of the eleven-propeller aircraft provided by the embodiment of the present utility model; Figure 26Schematic diagram of the aircraft with eleven thrusters provided by the embodiment of the present utility model in the level flight state; Figure 27 Top view of the aircraft with four thrusters having a middle thruster provided by the embodiment of the present utility model; Figure 28 Schematic diagram of the aircraft with four thrusters provided by the embodiment of the present utility model in the level flight state; Figure 29 Top view of the aircraft with fourteen thrusters provided by the embodiment of the present utility model; Figure 30 Top view of the aircraft with four thrusters without a middle thruster provided by the embodiment of the present utility model; Figure 31 Top view of the second aircraft with eight thrusters having a middle thruster provided by the embodiment of the present utility model; Figure 32 Top view of the aircraft with bendable support rods provided by the embodiment of the present utility model; Figure 33 Schematic diagram of the aircraft with bendable support rods provided by the embodiment of the present utility model; Figure 34 Top view of the aircraft with support rods bent to form a fixed angle provided by the embodiment of the present utility model; Figure 35 Top view of the aircraft with flow deflectors provided by the embodiment of the present utility model; Figure 36 Top view of the second aircraft with four thrusters provided by the embodiment of the present utility model; Figure 37 Top view of the second aircraft with eight thrusters provided by the embodiment of the present utility model; Figure 38 Top view of the aircraft with twenty thrusters provided by the embodiment of the present utility model; Figure 39 Schematic diagram of the tethered aircraft provided by the embodiment of the present utility model; Figure 40 Top view of the third aircraft with eight thrusters provided by the embodiment of the present utility model; Figure 41 Schematic diagram of the aircraft in the state where the support rods are bent provided by the embodiment of the present utility model; Figure 42 Top view of the first aircraft with eight thrusters having bendable support rods provided by the embodiment of the present utility model; Figure 43 Top view of the second aircraft with eight thrusters having bendable support rods provided by the embodiment of the present utility model; Figure 44 Top view of the aircraft with bendable transverse axis provided by the embodiment of the present utility model; Figure 45 Schematic diagram of the aircraft with the frame placed above the fuselage provided by the embodiment of the present utility model; Figure 46 Top view of the aircraft with double wings and four thrusters provided by the embodiment of the present utility model; Figure 47 Top view of the aircraft with four wings and two thrusters provided by the embodiment of the present utility model; Figure 48 Top view of the aircraft with three wings and three thrusters provided by the embodiment of the present utility model; Figure 49 Top view of the aircraft with four wings and multiple thrusters in the takeoff and landing state provided by the embodiment of the present utility modelFigure 1 ; Figure 50 The top view of the aircraft with four wings and multiple thrusters provided by the embodiment of the present utility model in the level flight state Figure 1 ; Figure 51 The top view of the aircraft with four wings and multiple thrusters provided by the embodiment of the present utility model in the takeoff and landing state Figure 2 ; Figure 52 The top view of the aircraft with four wings and multiple thrusters provided by the embodiment of the present utility model in the level flight state Figure 2 ; Figure 53 The front view of the aircraft with four wings and multiple thrusters provided by the embodiment of the present utility model in the level flight state; Figure 54 The schematic diagram of the aircraft with a tail wing provided by the embodiment of the present utility model; Figure 55 The top view of the first type of three-thruster aircraft provided by the embodiment of the present utility model;

[0036] Figure 56 The top view of the second type of three-thruster aircraft provided by the embodiment of the present utility model; Figure 57 The top view of the aircraft with four ducted fans or peripheral enclosed thrusters provided by the embodiment of the present utility model; Figure 58 The top view of the six-thruster aircraft provided by the embodiment of the present utility model in the folded state; Figure 59 The top view of another six-thruster aircraft provided by the embodiment of the present utility model; Figure 60 The schematic diagram of the aircraft provided by the embodiment of the present utility model before takeoff; Figure 61 The schematic diagram of the aircraft provided by the embodiment of the present utility model in the initial stage of takeoff; Figure 62 The schematic diagram of the aircraft provided by the embodiment of the present utility model in the middle stage of takeoff; Figure 63 The schematic diagram of the aircraft provided by the embodiment of the present utility model in the forward stage after takeoff.

[0037] Icon: 001 - Pitch axis; 002 - Longitudinal axis; 100 - Fuselage; 200 - Frame; 201 - Mooring rope; 202 - Tail wing; 210 - First support rod; 211 - First front longitudinal rod; 212 - First middle longitudinal rod; 213 - First rear longitudinal rod; 220 - Second support rod; 221 - Second front longitudinal rod; 222 - Second middle longitudinal rod; 223 - Second rear longitudinal rod; 230 - Front cross axis; 231 - Front axis main body; 232 - First side axis section; 233 - Second side axis section; 240 - Rear cross axis; 241 - Rear axis main body; 242 - Third side axis section; 243 - Fourth side axis section; 250 - Main cross axis; 300 - Front thruster; 310 - Front side thruster; 400 - Rear thruster; 410 - Rear side thruster; 500 - Middle thruster; 600 - Parachute wing; 700 - Airbag; 800 - Support member; 900 - Flow deflector. Detailed implementation manners

[0038] The technical solution of the present utility model will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are some but not all of the embodiments of the present utility model. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present utility model without creative efforts shall fall within the protection scope of the present utility model.

[0039] In the description of the present utility model, it should be noted that the orientation or positional relationship indicated by the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc. is based on the orientation or positional relationship shown in the drawings. It is only for the convenience of describing the present utility model and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus should not be construed as a limitation to the present utility model. In addition, the terms "first", "second", and "third" are only used to describe name differences and should not be construed as indicating or implying relative importance. Physical quantities in the formulas, unless otherwise separately marked, should be understood as the basic quantities of the basic units of the International System of Units, or the derived quantities derived from the basic quantities through mathematical operations such as multiplication, division, differentiation, or integration.

[0040] In the description of the present utility model, it should be noted that unless otherwise clearly specified and defined, the terms "installed", "connected", and "connected" should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be directly connected or indirectly connected through an intermediate medium, and it can be the communication inside two elements. For those of ordinary skill in the art, the specific meanings of the above terms in the present utility model can be understood according to specific circumstances.

[0041] As Figures 1 to 57 shown, the aircraft provided by the embodiment of the present utility model includes: a fuselage 100, a frame 200, a front thruster 300, and a rear thruster 400; the frame 200 tilts relative to the fuselage 100 about the pitch axis 001 and the tilting angle is adjustable; the front thruster 300 and the rear thruster 400 are arranged at intervals along the longitudinal axis 002, and at least one of the front thruster 300 and the rear thruster 400 tilts relative to the fuselage 100 about an axis parallel to the pitch axis 001 and the tilting angle is adjustable.

[0042] When both the front thruster 300 and the rear thruster 400 are tilted to be arranged in the vertical direction, both the front thruster 300 and the rear thruster 400 can generate lift to enable the entire aircraft to take off. Additionally, the lift and the difference in position height of the front thruster 300 and the rear thruster 400 only cause the frame 200 to tilt relative to the fuselage 100 about the pitch axis 001, and the balance state of the fuselage 100 is not affected by the flight state, improving the comfort of the passengers inside the fuselage 100. When the front thruster 300 and the rear thruster 400 are tilted to the horizontal state respectively, the frame 200 can be maintained in a state at a certain angle to the horizontal plane. Thus, the front thruster 300 and the rear thruster 400 are misaligned in the horizontal direction, see Figure 6 , so as to avoid air flow interference and ensure the propulsion efficiency of the aircraft.

[0043] It should be noted that the fuselage 100 can tilt freely relative to the frame 200 about the pitch axis 001 or be driven by a servo motor, and locking devices such as brakes can also be added to lock its tilting angle. Similarly, the front thruster 300 and the rear thruster 400 can also be swung relative to the frame 200 about an axis parallel to the pitch axis 001 by being driven by a motor through a speed reducer, or by using a telescopic hydraulic cylinder to drive the front thruster 300 and the rear thruster 400 to swing about their respective tilting axes through a connecting rod. In addition, during the tilting adjustment, a worm can also be used as the driving part, and the worm drives the worm wheel to rotate. The fuselage 100, the front thruster 300, and the rear thruster 400 are respectively driven by the worm wheels rotatably mounted on the frame 200 to achieve tilting. Thus, when tilted to a specific angle, the worm stops, and the worm wheel is locked by the worm, so as to ensure that the fuselage 100, the front thruster 300, and the rear thruster 400 are maintained at a specific angle relative to the frame 200.

[0044] In an alternative embodiment, the tilting of the fuselage 100 relative to the frame 200 about the pitch axis 001 can use an electric motor as the power source, and the leveling of the fuselage 100 can also be achieved by adjusting the position of the center of gravity of the fuselage 100 to move back and forth relative to the pitch axis 001. The thrusters can be configured as open thrusters such as rotors, propellers, etc., or can be configured as ducted fans, shrouded propellers, rotors, or turbofan engines, etc.

[0045] Such as Figure 1 and Figure 2As shown, in the embodiment of the present utility model, the frame 200 includes: a first support rod 210, a second support rod 220, a front cross shaft 230, and a rear cross shaft 240; the first support rod 210 and the second support rod 220 are respectively connected to the fuselage 100, and the fuselage 100 is located between the front cross shaft 230 and the rear cross shaft 240; the front cross shaft 230 is connected between the first support rod 210 and the second support rod 220, and the front thruster 300 tilts around the front cross shaft 230 and the tilting angle is adjustable; the rear cross shaft 240 is connected between the first support rod 210 and the second support rod 220, and the rear thruster 400 tilts around the rear cross shaft 240 and the tilting angle is adjustable. Wherein, the first support rod 210, the second support rod 220, the front cross shaft 230, and the rear cross shaft 240 jointly enclose a rectangular frame, the front thruster 300 is installed on the front cross shaft 230, and the rear thruster 400 is installed on the rear cross shaft 240.

[0046] As Figure 44 shown, the front cross shaft 230 includes: a front shaft main body 231, a first side shaft section 232, and a second side shaft section 233; the front shaft main body 231 is connected between the first side shaft section 232 and the second side shaft section 233, and the first side shaft section 232 and the second side shaft section 233 can respectively stretch or fold relative to the front shaft main body 231; at least one front thruster 300 is respectively installed on the front shaft main body 231, the first side shaft section 232, and the second side shaft section 233. The rear cross shaft 240 includes: a rear shaft main body 241, a third side shaft section 242, and a fourth side shaft section 243; the rear shaft main body 241 is connected between the third side shaft section 242 and the fourth side shaft section 243, and the third side shaft section 242 and the fourth side shaft section 243 can respectively stretch or fold relative to the rear shaft main body 241; at least one rear thruster 400 is respectively installed on the rear shaft main body 241, the third side shaft section 242, and the fourth side shaft section 243. Wherein, the first side shaft section 232, the second side shaft section 233, the third side shaft section 242, and the fourth side shaft section 243 can respectively stretch or fold, so as to reduce the width of the aircraft.

[0047] In an alternative embodiment, on the basis of the attitude shown in Figure 44 , the first side shaft section 232 and the second side shaft section 233 can respectively be turned up or down by 90 degrees relative to the front shaft main body 231 and then locked, and the third side shaft section 242 and the fourth side shaft section 243 can respectively be turned up or down by 90 degrees relative to the rear shaft main body 241 and then locked, so as to form the state shown in Figure 58 .

[0048] In another alternative embodiment, the first side shaft section 232 and the second side shaft section 233 respectively stretch relative to the front shaft main body 231, and the third side shaft section 242 and the fourth side shaft section 243 respectively stretch relative to the rear shaft main body 241. In the contracted state, the form shown in Figure 1 can be formed.

[0049] As Figure 1 , Figure 4 , Figure 5 , Figure 7 , Figure 8 , Figure 20 , Figure 21 , Figure 27 , Figure 29 , Figure 31 and Figure 38 shown, the first support rod 210 and the second support rod 220 are respectively connected to the main horizontal axis 250. The main horizontal axis 250 is located between the front horizontal axis 230 and the rear horizontal axis 240, and a middle thruster 500 is installed on the main horizontal axis 250. Among them, the middle thruster 500 is equipped with a deflector, and the air flow direction below the middle thruster 500 can be guided through the deflector, so as to control the acting direction of its thrust force.

[0050] In an alternative embodiment, the middle thruster 500 can tilt around the main horizontal axis 250 and the tilting angle is adjustable. Moreover, the front thruster 300, the rear thruster 400 and the middle thruster 500 can each be tilted by a tilting drive device to form an arbitrary angle with the horizontal plane, and the front thruster 300, the rear thruster 400 and the middle thruster 500 can also be tilted synchronously by the tilting drive device.

[0051] In addition, the middle thruster 500 can be replaced with an additional fuselage, and the additional fuselages on both sides of the frame 200 can be tilted around the main horizontal axis 250 respectively and the tilting angle is adjustable. The additional fuselage can be configured with a cargo hold or an energy hold.

[0052] Refer to Figure 36 and Figure 37 , in another alternative embodiment, the middle thruster 500 is fixedly connected to the frame 200, the front thruster 300 and the rear thruster 400 can be tilted respectively to change the thrust direction, and the thrust of the middle thruster 500 is always downward. In addition, the frame 200 can tilt relative to the fuselage 100, so that the fuselage 100 can maintain a balanced state, thereby ensuring the comfort of the crew.

[0053] Furthermore, the main horizontal axis 250 is coaxially arranged with the pitch axis 001, and the middle thruster 500 is rotationally installed on the main horizontal axis 250 around the axis of the pitch axis 001. Among them, the main horizontal axis 250 can be segmented and arranged on both sides of the fuselage 100, or the main horizontal axis 250 can penetrate through the fuselage 100. In addition, the main horizontal axis 250 can be folded or telescoped, so as to reduce the space occupied when the aircraft is parked or driving on the road.

[0054] As Figure 33 , Figure 34 , Figure 40 , Figure 41 , Figure 42 andFigure 43 As shown, the first support rod 210 includes: a first front longitudinal rod 211, a first middle longitudinal rod 212, and a first rear longitudinal rod 213, which are connected in sequence; the second support rod 220 includes: a second front longitudinal rod 221, a second middle longitudinal rod 222, and a second rear longitudinal rod 223, which are connected in sequence; the first middle longitudinal rod 212 and the second middle longitudinal rod 222 are respectively connected to the fuselage 100, and a front thruster 300 is connected between the first front longitudinal rod 211 and the second front longitudinal rod 221, and a rear thruster 400 is connected between the first rear longitudinal rod 213 and the second rear longitudinal rod 223.

[0055] In an embodiment, the plane where the first front longitudinal rod 211 and the second front longitudinal rod 221 are located has a first included angle with the plane where the first middle longitudinal rod 212 and the second middle longitudinal rod 222 are located on the projection plane perpendicular to the pitch axis 001, and the plane where the first rear longitudinal rod 213 and the second rear longitudinal rod 223 are located has a second included angle with the plane where the first middle longitudinal rod 212 and the second middle longitudinal rod 222 are located on the projection plane perpendicular to the pitch axis 001, and there is a difference between the first included angle and the second included angle; when the aircraft takes off, the first front longitudinal rod 211, the first rear longitudinal rod 213, the second front longitudinal rod 221, and the second rear longitudinal rod 223 all tend to extend along the horizontal direction. At this time, the fuselage 100 is close to the horizontal state, and there is a height difference between the positions of the front thruster 300 and the rear thruster 400. When both the front thruster 300 and the rear thruster 400 are used to generate upward lift, a better aerodynamic distribution effect can be obtained. Additionally, preferably, one of the planes where the first front longitudinal rod 211 and the second front longitudinal rod 221 are located, and the plane where the first rear longitudinal rod 213 and the second rear longitudinal rod 223 are located is inclined downward from front to back, and the other is inclined upward from front to back, so that when the front thruster 300 and the rear thruster 400 both push the aircraft along the horizontal direction, the airflows of the front thruster 300 and the rear thruster 400 will not interfere with each other.

[0056] In another embodiment, the first front longitudinal rod 211 is tiltable relative to the first middle longitudinal rod 212 about an axis parallel to the front transverse axis 230, and the tilt angle is adjustable. The first rear longitudinal rod 213 is tiltable relative to the first middle longitudinal rod 212 about an axis parallel to the rear transverse axis 240, and the tilt angle is adjustable. The second front longitudinal rod 221 is tiltable relative to the second middle longitudinal rod 222 about an axis parallel to the front transverse axis 230, and the tilt angle is adjustable. The second rear longitudinal rod 223 is tiltable relative to the second middle longitudinal rod 222 about an axis parallel to the rear transverse axis 240, and the tilt angle is adjustable. Wherein, the first front longitudinal rod 211 is parallel to the second front longitudinal rod 221, the first rear longitudinal rod 213 is parallel to the second rear longitudinal rod 223, and the first front longitudinal rod 211 and the first rear longitudinal rod 213 can be tilted to a vertical state or a state inclined relative to the horizontal plane respectively, so as to change the direction of the propulsion force and adjust the flight attitude of the aircraft.

[0057] As Figure 9 , Figure 10 , Figure 11 , Figure 12 , Figure 14 , Figure 15 , Figure 16 , Figure 47 , Figure 48 , Figure 50 , Figure 51 , Figure 52 , Figure 53 and Figure 54 As shown in

[0058] As Figure 17 shown, the airfoil 600 is connected to the fuselage 100 or the frame 200, or the airfoil 600 is connected to both the fuselage 100 and the frame 200. Wherein, the airfoil 600 includes at least one of devices such as a parachute, a wing, and a gliding wing. The parachute, the wing, and the gliding wing can all be connected to the fuselage 100. In an alternative embodiment, wings can also be installed on the front transverse axis 230, the main transverse axis 250, and the rear transverse axis 240 respectively.

[0058] As Figure 17 shown, an airbag 700 is installed below the fuselage 100 or the frame 200, or the airbag 700 is connected to the bottoms of the fuselage 100 and the frame 200. Preferably, the airbag 700 can be fixed by a detachable connection method, and the aircraft can be modified into an air cushion vehicle, a fan boat, a ground effect vehicle, or a hydrofoil boat, etc.

[0059] As Figure 7 , Figure 8 , Figure 14 , Figure 16 and Figure 19As shown, a support member 800 is installed below the fuselage 100 and the frame 200, or the support member 800 is installed at the bottom of either the fuselage 100 or the frame 200. Among them, the support member 800 can be configured as a landing gear or a wheel leg structure, and the landing gear can also be configured as a foldable structure to adjust the support height and realize the retraction and extension of the support member 800 as needed.

[0060] See Figure 1 , Figure 2 , Figure 3 , Figure 4 and Figure 5 As shown, during takeoff, the front thruster 300, the rear thruster 400, and the middle thruster 500 are all arranged in the plumb direction. At this time, all the power is used to provide lift for the aircraft, so as to realize the vertical takeoff and landing of the aircraft.

[0061] See Figure 6 and Figure 18 , when the aircraft with a middle thruster is in the level flight state, the front thruster 300, the rear thruster 400, and the middle thruster 500 are all tilted to the horizontal state, and the propulsion power of the front thruster 300, the rear thruster 400, and the middle thruster 500 is all directed backward or forward, so as to drive the aircraft to fly forward or backward at full speed.

[0062] In addition, Figure 18 the attitude of the aircraft shown can be used for underwater navigation. When moving forward, the fuselage 100 generates downward potential, and at least one of the front thruster 300, the rear thruster 400, and the middle thruster 500 can be tilted to change the direction of the propulsion force, so as to realize diving and surfacing.

[0063] See Figure 7 and Figure 8 As shown, when there is a difference in the lift between the front thruster 300 and the rear thruster 400, the frame 200 rotates 360° relative to the fuselage 100, or the frame 200 can also be kept at any angle relative to the fuselage 100 to achieve stable flight. The front end of the frame 200 can be raised or lowered, which is suitable for parking or taking off and landing on a slope. See Figure 13 As shown, when one of the front thruster 300 and the rear thruster 400 fails, the unfailed thruster rotates with the frame 200 to the directly above and makes the thrust vertically downward, so as to ensure that the aircraft can land smoothly.

[0064] See Figure 9 As shown, a parachute wing 600 is installed on the inner side of any one of the front thruster 300, the rear thruster 400, and the middle thruster 500, and the parachute wing 600 can rotate with one of the front thruster 300, the rear thruster 400, and the middle thruster 500.

[0065] See Figure 10As shown, umbrella wings 600 are respectively installed on both sides of the frame 200, and a front thruster 300 is installed at the front end of the frame 200, and a rear thruster 400 is installed at the rear end of the frame 200, which enables the aircraft to fly both quickly and economically.

[0066] See Figure 11 As shown, umbrella wings 600 are respectively installed at the four corner positions of the frame 200, and the front thruster 300, the rear thruster 400 and the middle thruster 500 are respectively installed between two adjacent umbrella wings 600. See Figure 1 and Figure 12 , umbrella wings 600 can be installed at both ends of the pitch axis 001, so as to form a four-thruster aircraft with double umbrella wings 600.

[0067] As Figure 20 , Figure 21 and Figure 22 shown, at least two front thrusters 300, rear thrusters 400 and middle thrusters 500 are respectively provided, and any two adjacent thrusters in the front-to-back direction are staggered from each other, so as to avoid the interference of the airflow between multiple thrusters.

[0068] As Figure 23 and Figure 24 shown, the front thruster 300 and the rear thruster 400 located in front of and behind the fuselage 100 are configured as thrusters with a larger radial dimension, and the remaining front thrusters 300 and rear thrusters 400 are configured as thrusters with a smaller radial dimension.

[0069] As Figure 25 and Figure 26 shown, five front thrusters 300 are provided and six rear thrusters 400 are provided. At least two front thrusters 300 can be installed on the same longitudinal rod, and the longitudinal rod is installed at the front end of the frame 200. Similarly, at least two rear thrusters 400 are installed on the same longitudinal rod, and the longitudinal rod is installed at the tail end of the frame 200.

[0070] As Figure 27 and Figure 28 shown, the front thruster 300 and the rear thruster 400 are both located at the middle position in the transverse direction of the frame 200, and middle thrusters 500 are respectively installed at both ends of the main transverse axis 250. When the frame 200 has an inclination angle relative to the horizontal plane, the front thruster 300, the rear thruster 400 and the middle thruster 500 are staggered in the flight direction, so as to avoid the interference of the airflow with each other.

[0071] As Figure 29 , Figure 30 , Figure 31 , Figure 32 and Figure 38 shown, the frame 200 is a rectangular grid formed by connecting multiple transverse axes and multiple longitudinal axes. AsFigure 34 As shown, the first support rod 210 and the second support rod 220 can cross and connect to form an X-shaped structure, and a seat is arranged in the middle of the X-shaped structure to make the riding area more comfortable.

[0072] As Figure 35 shown, the front thruster 300 and the rear thruster 400 can be installed with flow deflectors 900 to direct the airflow at the tail of the thrusters through the flow deflectors 900.

[0073] As Figure 39 shown, a mooring rope 201 is connected below the fuselage 100 or the frame 200 to form a moored aircraft.

[0074] As Figure 45 shown, in the front view, the frame 200 can be configured as a T-shaped frame, and the installation positions of the front thruster 300 and the rear thruster 400 are higher than the fuselage 100, or the fuselage 100 is located above the installation positions of the front thruster 300 and the rear thruster 400.

[0075] As Figure 49 、 Figure 50 、 Figure 51 and Figure 52 shown, the umbrella wing 600 is configured as a wing that can tilt synchronously with the front thruster 300 and the rear thruster 400. In the vertical takeoff and landing state, the umbrella wing 600, the front thruster 300, and the rear thruster 400 tilt to the vertical state, and at this time, the resistance suffered by the wing during takeoff and landing is small; in the level flight state, the umbrella wing 600, the front thruster 300, and the rear thruster 400 tilt to the horizontal state, and at this time, fast and economical flight can be achieved.

[0076] As Figure 54 shown, a tail wing 202 is installed at the tail of the frame 200 to improve the stability of the aircraft.

[0077] As Figure 1 、 Figure 2 、 Figure 3 and Figure 4 shown, there are multiple front thrusters 300, and the multiple front thrusters 300 are arranged at intervals and connected to the frame 200; at least one of the front thrusters 300 tilts relative to the frame 200 about an axis parallel to the pitch axis 001, and the tilt angle is adjustable. In this embodiment, multiple front thrusters 300 can all tilt relative to the frame 200 about an axis parallel to the pitch axis 001 and can be locked at any tilt angle; or, there is at least one fixed front thruster 300 among the multiple front thrusters 300, and the remaining front thrusters 300 can tilt relative to the frame 200 about an axis parallel to the pitch axis 001.

[0078] Furthermore, there are multiple rear thrusters 400, and the multiple rear thrusters 400 are arranged at intervals and connected to the frame 200; at least one of the rear thrusters 400 tilts relative to the frame 200 about an axis parallel to the pitch axis 001, and the tilt angle is adjustable. Among them, all the multiple rear thrusters 400 can tilt relative to the frame 200 about an axis parallel to the pitch axis 001 and can be locked at any tilt angle; or, at least one of the multiple rear thrusters 400 is fixed relative to the frame 200, and the remaining rear thrusters 400 can tilt relative to the frame 200 about an axis parallel to the pitch axis 001.

[0079] As Figure 48 , Figure 55 and Figure 56 shown, one of the front thruster 300 and the rear thruster 400 is provided with one, and the other is provided with two; the front thruster 300 and the rear thruster 400 tilt relative to the frame 200 respectively about an axis parallel to the pitch axis 001, and the tilt angle is adjustable; on the projection plane pointing from the front to the rear, the one of the front thruster 300 and the rear thruster 400 provided with one is located between the other two.

[0080] In one implementation, referring to Figure 55 , the front thruster 300 is provided with one and installed in the middle of the front end of the frame 200, and the rear thrusters 400 are provided with two and installed at the rear end of the frame 200; the front thruster 300 and the two rear thrusters 400 tilt relative to the frame 200 respectively about an axis parallel to the pitch axis 001, and the tilt angle is adjustable; on the projection plane pointing from the front to the rear, the front thruster 300 is located between the two rear thrusters 400. In another implementation, referring to Figure 56 , the rear thruster 400 is provided with one and installed in the middle of the rear end of the frame 200, and the front thrusters 300 are provided with two and installed on both sides of the front end of the frame 200. On the projection plane pointing from the front to the rear, the rear thruster 400 is located between the two front thrusters 300.

[0081] In addition, the one of the front thruster 300 and the rear thruster 400 provided with one can be made to have a higher power or a larger radial size, and the other two are configured as low-power or small-size thrusters.

[0082] As Figure 57 shown, at least one of the front thruster 300 and the rear thruster 400 uses at least two ducted fans; in either the front thruster 300 or the rear thruster 400, the projections of at least two ducted fans in the vertical direction are symmetric with respect to the longitudinal axis 002 of the aircraft, and at least two ducted fans are arranged staggeredly in the axial direction of the propeller. Thus, the structure can be made more compact and stable, and it is beneficial to travel in the ground lane, avoiding the aircraft from exceeding the width limit.

[0083] In addition, in each of the above embodiments, a flow deflector 900 as shown in Figure 35 may be installed on the front thruster 300 or the rear thruster 400; alternatively, flow deflectors 900 may be installed on the front thruster 300 and the rear thruster 400 respectively. A steering gear or a hydraulic cylinder may be used to drive the flow deflector to swing through transmission, so as to adjust the direction of the propulsion airflow. At the same time, the front thruster 300 and the rear thruster 400 can also be controlled to swing around an axis parallel to the pitch axis 001 to a specific angular position, thereby realizing the adjustment of the thrust direction and changing the flight direction of the aircraft.

[0084] As shown in Figure 6 , Figure 21 and Figure 41 , in the propulsion state, the frame 200 tilts relative to the fuselage 100 around the pitch axis 001, so that the height position of the front thruster 300 is lower than the height position of the rear thruster 400; on the projection plane perpendicular to the longitudinal axis 002, at least one front thruster 300 is located below the fuselage 100, so that the propulsion airflow of the front thruster 300 flows through the lower part of the fuselage 100. On the one hand, the propulsion force of the front thruster 300 can drive the aircraft to move forward. On the other hand, the propulsion airflow formed by at least one front thruster 300 flows through the lower part of the fuselage 100, so that the air pressure below the fuselage 100 increases to form lift, and the rear thruster 400 can suck the airflow above the fuselage 100, thereby accelerating the air flow rate above the fuselage 100 and increasing lift, and a higher flight speed and driving efficiency can be obtained.

[0085] In an alternative embodiment, as shown in Figure 5 , the fuselage 100 and the frame 200 are detachably connected by means of snap connection, threaded connection, electromagnetic adsorption or the like. In the disassembled state, the fuselage 100 can be supported by the wheeled landing gear connected to its bottom, and the frame 200 can be driven by the front thruster 300, the rear thruster 400 and the middle thruster 500 together to achieve flight.

[0086] In addition, as shown in Figure 5 , Figure 6 , Figure 7 , Figure 8 , Figure 18The shown aircraft can also be applicable to an underwater environment, and the support member 800 can be removed or contracted when used underwater. The frame 200 can be tilted backward relative to the fuselage 100 to form a height difference between the front thruster 300, the rear thruster 400, and the middle thruster 500. When moving forward underwater, the front thruster 300, the rear thruster 400, and the middle thruster 500 can be controlled to be all arranged along the horizontal direction, and the aircraft is driven to move forward underwater jointly by the front thruster 300, the rear thruster 400, and the middle thruster 500. When floating or diving, the front thruster 300, the rear thruster 400, and the middle thruster 500 can be controlled to be all arranged along the plumb direction, and the aircraft is driven to perform lifting and lowering actions in the water jointly by the front thruster 300, the rear thruster 400, and the middle thruster 500.

[0087] See Figure 59 As shown, in an alternative embodiment, front side thrusters 310 can be respectively installed at the front sections of the first support rod 210 and the second support rod 220, and rear side thrusters 410 can be respectively installed at the rear sections of the first support rod 210 and the second support rod 220. The pitch axis 001 is located between the front side thrusters 310 and the rear side thrusters 410, and the front side thrusters 310 and the rear side thrusters 410 can be symmetrically distributed relative to the pitch axis 001. The front side thrusters 310 and the rear side thrusters 410 can tilt together with the frame 200 relative to the fuselage 100, and the front side thrusters 310 and the rear side thrusters 410 can also tilt relative to the frame 200, with a more compact structure and improved flexibility in flight attitude adjustment.

[0088] See Figure 20 、 Figure 38 and Figure 59 As shown, at least one front thruster 300 and at least one rear thruster 400 are respectively installed on the first support rod 210 and the second support rod 220 of the frame 200, and the front thrusters 300 and the rear thrusters 400 respectively installed on the first support rod 210 and the second support rod 220 can achieve tilt adjustment around an axis parallel to the longitudinal axis; or, the first support rod 210 and the second support rod 220 are both installed with front side thrusters 310 and rear side thrusters 410, and both the front side thrusters 310 and the rear side thrusters 410 can achieve tilt adjustment around an axis parallel to the longitudinal axis, so as to generate a left - right lateral thrust.

[0089] As Figures 1 to 63 shown, the control method applicable to the aircraft described in the above - mentioned embodiment includes the following steps:

[0090] Regulate at least one of the front thruster 300 and the rear thruster 400 to be arranged along the plumb direction to drive the aircraft to lift or lower;

[0091] Before adjustment, at least one of the front thruster 300 and the rear thruster 400 is tilted relative to the fuselage 100 about an axis parallel to the pitch axis 001 so that the thrust direction forms an angle with the plumb line, thereby generating a horizontal thrust.

[0092] In this embodiment, both the front thruster 300 and the rear thruster 400 are arranged in the vertical direction, which can drive the aircraft to take off and land vertically. In addition, when at least one of the front thruster 300 and the rear thruster 400 is tilted relative to the fuselage 100 about an axis parallel to the pitch axis 001 so that the propulsive force forms an angle with the plumb line, the aircraft can achieve a runway takeoff. When multiple front thrusters 300 and multiple rear thrusters 400 are used, some of the front thrusters 300 and the rear thrusters 400 can be arranged in the vertical direction to ensure that the aircraft can take off, land and hover; some of the other front thrusters 300 and the rear thrusters 400 are tilted relative to the fuselage 100 about an axis parallel to the pitch axis 001 to the horizontal state, so that the aircraft can fly forward or backward. In addition, the front thruster 300 and the rear thruster 400 can generate a thrust in a direction away from the wall or the ground, thereby driving the aircraft to adsorb on the wall or the ground. When moving on the ground, the aerodynamic force can be used to press the aircraft against the ground.

[0093] Furthermore, the aircraft control method further includes the following steps: controlling the front thruster 300 and the rear thruster 400 to generate a thrust difference so that the frame 200 tilts relative to the fuselage 100 about the pitch axis 001; and, the front thruster 300 and the rear thruster 400 with horizontal thrusts are misaligned in the horizontal direction, thereby avoiding the interference of the airflows between the front thruster 300 and the rear thruster 400. It should be noted that the front thruster 300 and the rear thruster 400 can tilt relative to the frame 200 about an axis parallel to the pitch axis 001 respectively, thereby changing the acting directions of the propulsive forces of the front thruster 300 and the rear thruster 400, and having a higher degree of freedom for flight attitude adjustment. Moreover, when one of the front thruster 300 and the rear thruster 400 fails, the non-failed thruster can also tilt to directly above the frame 200 to achieve a safe landing in case of a failure, having better safety.

[0094] The aircraft control method further includes the following steps: adjusting the tilt of the frame 200 relative to the fuselage 100 about the pitch axis 001 so that the height position of the front thruster 300 is lower than the height position of the rear thruster 400. When the front thruster 300 and the rear thruster 400 jointly generate a downward thrust and the aircraft takes off, due to the height difference between the front thruster 300 and the rear thruster 400, the airflows below the front thruster 300 and the rear thruster 400 are less disturbed by each other, so that the propulsion force during takeoff can be fully exerted. When the front thruster 300 and the rear thruster 400 are tilted to generate a horizontal propulsion force, the airflow from front to back is stratified up and down and avoids the fuselage 100. The propulsion airflow of the front thruster 300 can act on the bottom of the fuselage 100 to form a lift force, and the rear thruster 400 can suck the airflow above the fuselage 100, thereby accelerating the air velocity above the fuselage 100, increasing the lift force, making the aircraft more stable and enabling it to obtain a higher flight speed and driving efficiency.

[0095] See Figure 60 , in the initial state of the aircraft, it is supported on the ground by the support member 800, the fuselage 100 and the frame 200 maintain a horizontal attitude, and both the front thruster 300 and the rear thruster 400 are in a vertical state. Among them, the tilt of the fuselage 100 relative to the frame 200 about the pitch axis 001 is driven and locked by the main tilting mechanism, the tilt of the front thruster 300 relative to the frame 200 about the axis parallel to the pitch axis 001 is driven and locked by the front tilting mechanism, and the tilt of the rear thruster 400 relative to the frame 200 about the axis parallel to the pitch axis 001 is driven and locked by the rear tilting mechanism. Among them, the main tilting mechanism, the front tilting mechanism and the rear tilting mechanism can all be realized by means of an electric motor through gear transmission or worm and worm gear transmission, etc. Locking after tilting to a specific angle can be achieved by adding a brake or using self-locking of the transmission. During the takeoff stage, control the front thruster 300 and the rear thruster 400 to remain fixed relative to the frame 200, and keep the attitude of the fuselage 100 fixed relative to the frame 200, and realize the front-low and rear-high takeoff attitude as shown in Figure 61 ; See Figure 62 , drive the tilt of the fuselage 100 relative to the frame 200 about the pitch axis 001 through the main tilting mechanism until the fuselage 100 is in a horizontal attitude; See Figure 63, in the forward state, the forward tilting mechanism and the rear tilting mechanism are used to tilt the front thruster 300 and the rear thruster 400 to the horizontal state respectively. The thrusts of the front thruster 300 and the rear thruster 400 act backward, and the thrust airflows are just staggered at the height position. The height positions of the front thruster 300, the fuselage 100, and the rear thruster 400 are just staggered to avoid the interference of the front and rear airflows, thus realizing the full utilization of the thrust effect. The best attitude for forward flight should be such that the front thruster 300, the fuselage 100, and the rear thruster 400 are just staggered in the vertical direction. At this time, the forward flight resistance is small, and the aerodynamic interference among the front thruster 300, the fuselage 100, and the rear thruster 400 is small, and the driving efficiency is high, which is suitable for advancing at the maximum flight speed.

[0096] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit it; although the present invention has been described in detail with reference to the foregoing embodiments, those of ordinary skill in the art should understand that: they can still modify the technical solutions described in the foregoing embodiments, or perform equivalent replacements on some or all of the technical features; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. An aircraft, characterized in that: include: A fuselage (100), a frame (200), a front propeller (300) and a rear propeller (400); The frame (200) is tilted relative to the fuselage (100) around the pitch axis (001), and the tilting angle is adjustable; The front propeller (300) and the rear propeller (400) are arranged at intervals along the longitudinal axis (002), and at least one of the front propeller (300) and the rear propeller (400) is tilted relative to the fuselage (100) around an axis parallel to the pitch axis (001), and the tilting angle is adjustable.

2. The aircraft according to claim 1, characterized in that The frame (200) comprises: a first support rod (210), a second support rod (220), a front transverse axis (230) and a rear transverse axis (240); The first support rod (210) and the second support rod (220) are respectively connected to the fuselage (100) by rotating around the pitch axis (001), and the fuselage (100) is located between the front transverse axis (230) and the rear transverse axis (240); The front transverse axis (230) is connected between the first support rod (210) and the second support rod (220), and the front propeller (300) is tilted around the front transverse axis (230), and the tilting angle is adjustable; The rear transverse axis (240) is connected between the first support rod (210) and the second support rod (220), and the rear propeller (400) is tilted around the rear transverse axis (240), and the tilting angle is adjustable.

3. The aircraft according to claim 2, characterized in that: The front transverse shaft (230) comprises: a front shaft body (231), a first side shaft section (232) and a second side shaft section (233); The front axle body (231) is connected between the first side axle segment (232) and the second side axle segment (233), and the first side axle segment (232) and the second side axle segment (233) are respectively telescopic or foldable relative to the front axle body (231); The front axle body (231), the first side axle section (232) and the second side axle section (233) are respectively equipped with at least one front propeller (300).

4. The aircraft according to claim 2, characterized in that: The rear transverse shaft (240) comprises: a rear shaft body (241), a third side shaft segment (242) and a fourth side shaft segment (243); The rear axle body (241) is connected between the third side axle segment (242) and the fourth side axle segment (243), and the third side axle segment (242) and the fourth side axle segment (243) are respectively telescopic or foldable relative to the rear axle body (241); The rear axle body (241), the third side axle segment (242) and the fourth side axle segment (243) are respectively equipped with at least one rear propeller (400).

5. The aircraft according to claim 2, characterized in that: The first support rod (210) and the second support rod (220) are respectively connected to a main transverse axis (250), the main transverse axis (250) is located between the front transverse axis (230) and the rear transverse axis (240), and a middle propeller (500) is installed on the main transverse axis (250).

6. The aircraft according to claim 5, characterized in that The middle propeller (500) is equipped with a guide vane.

7. The aircraft according to claim 5, characterized in that: The main transverse axis (250) is coaxially arranged with the pitch axis (001), and the middle thruster (500) is tilted around the main transverse axis (250), and the tilting angle is adjustable.

8. The aircraft according to claim 2, characterized in that: The first support rod (210) comprises: a first front longitudinal rod (211), a first middle longitudinal rod (212) and a first rear longitudinal rod (213), wherein the first front longitudinal rod (211), the first middle longitudinal rod (212) and the first rear longitudinal rod (213) are connected in sequence; The second support rod (220) comprises: a second front longitudinal rod (221), a second middle longitudinal rod (222) and a second rear longitudinal rod (223), wherein the second front longitudinal rod (221), the second middle longitudinal rod (222) and the second rear longitudinal rod (223) are connected in sequence; The first middle longitudinal rod (212) and the second middle longitudinal rod (222) are respectively connected to the fuselage (100); the front propeller (300) is connected between the first front longitudinal rod (211) and the second front longitudinal rod (221); and the rear propeller (400) is connected between the first rear longitudinal rod (213) and the second rear longitudinal rod (223); The plane where the first front longitudinal rod (211) and the second front longitudinal rod (221) are located has a first angle relative to the plane where the first middle longitudinal rod (212) and the second middle longitudinal rod (222) are located on a projection plane perpendicular to the pitch axis (001); the plane where the first rear longitudinal rod (213) and the second rear longitudinal rod (223) are located has a second angle relative to the plane where the first middle longitudinal rod (212) and the second middle longitudinal rod (222) are located on a projection plane perpendicular to the pitch axis (001); and there is a difference between the first angle and the second angle; Alternatively, the first front longitudinal rod (211) is tilted relative to the first middle longitudinal rod (212) around an axis parallel to the front transverse axis (230), and the tilting angle is adjustable; the first rear longitudinal rod (213) is tilted relative to the first middle longitudinal rod (212) around an axis parallel to the rear transverse axis (240), and the tilting angle is adjustable; the second front longitudinal rod (221) is tilted relative to the second middle longitudinal rod (222) around an axis parallel to the front transverse axis (230), and the tilting angle is adjustable; the second rear longitudinal rod (223) is tilted relative to the second middle longitudinal rod (222) around an axis parallel to the rear transverse axis (240), and the tilting angle is adjustable.

9. The aircraft according to claim 2, characterized in that: The front sections of the first support rod (210) and the second support rod (220) are respectively installed with front thrusters (310), and the rear sections of the first support rod (210) and the second support rod (220) are respectively installed with rear thrusters (410).

10. The aircraft according to claim 1, characterized in that: The body (100) and the frame (200) are detachably connected.

11. The aircraft according to claim 1, characterized in that: The fuselage (100) and / or the frame (200) are connected to a parachute wing (600).

12. The aircraft according to claim 1, characterized in that: An air bag (700) is installed below the fuselage (100) and / or the frame (200).

13. The aircraft according to claim 1, characterized in that A support member (800) is installed below the body (100) and / or the frame (200).

14. The aircraft according to claim 1, characterized in that A plurality of the front propellers (300) are provided, and the plurality of the front propellers (300) are arranged at intervals and connected to the frame (200); At least one of the front thrusters (300) is tilted relative to the frame (200) around an axis parallel to the pitch axis (001), and the tilting angle is adjustable.

15. The aircraft according to claim 1, characterized in that A plurality of the rear propellers (400) are provided, and the plurality of the rear propellers (400) are arranged at intervals and connected to the frame (200); At least one of the rear thrusters (400) is tilted relative to the frame (200) around an axis parallel to the pitch axis (001), and the tilting angle is adjustable.

16. The aircraft according to claim 1, characterized in that One of the front propeller (300) and the rear propeller (400) is provided with one, and the other is provided with two; The front thruster (300) and the rear thruster (400) are respectively tilted relative to the frame (200) around axes parallel to the pitch axis (001), and the tilting angles are adjustable; On a projection plane pointing from the front to the rear, one of the front propeller (300) and the rear propeller (400) is located between the other two.

17. The aircraft according to claim 1, characterized in that: At least one of the front propeller (300) and the rear propeller (400) uses at least two closed peripheral propellers; In any one of the front propeller (300) and the rear propeller (400), the projections of at least two of the enclosed peripheral propellers in the vertical direction are symmetrical relative to the longitudinal axis reference line of the aircraft, and at least two of the enclosed peripheral propellers are staggered in the axial direction of the propeller.

18. The aircraft according to claim 1, characterized in that The aircraft has a propulsion state; In the propulsion state, the frame (200) is tilted relative to the fuselage (100) around the pitch axis (001) so that the height position of the front propeller (300) is lower than the height position of the rear propeller (400); on a projection plane perpendicular to the longitudinal axis (002), at least one of the front propellers (300) is located below the fuselage (100) so that the propulsion airflow of the front propeller (300) flows through below the fuselage (100).

19. The aircraft according to any one of claims 1 to 18, characterized in that: The front propeller (300) and / or the rear propeller (400) are equipped with guide vanes.

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