Flight device and aircraft

Abstract

The utility model discloses a flight device and an aircraft. The flight device comprises: a frame comprising a front portion and a rear portion; the front tilting rotor wing is arranged at the front part of the flight device frame; the rear tiltable rotor wing is arranged at the rear part of the flight device frame; the front tilt rotor is configured to tilt with respect to the direction of gravity at a front tilt angle to control flight of the flight device, and the rear tilt rotor is configured to tilt with respect to the direction of gravity at a rear tilt angle to control flight of the flight device. The aircraft comprises a flight device used for carrying a carrier and the carrier used for carrying objects or people.

Description

[0001] Citation of Related Applications

[0002] This application is based on and has priority over U.S. Provisional Application No. 63 / 620,795, filed on January 13, 2024, entitled “Method of a fixed wing vertical takeoff and landing aircraft with tandem tiltrotors”; U.S. Provisional Application No. 63 / 602,443, filed on November 24, 2023, entitled “Method of a fixed wing vertical takeoff and landing aircraft with tandem tiltrotors”; and U.S. Provisional Application No. 18 / 922,362, filed on October 21, 2024, entitled “FLYING APPARATUS, AIRCRAFT, AND METHOD FOR CONTROLLING FLIGHT OF FLYING APPARATUS”. , the entire disclosure of which is incorporated herein and this application by reference for all purposes. Technical Field

[0003] The utility model relates to aircraft technology, in particular to a flying device, an aircraft and a method for controlling the flight of the aircraft. Background Art

[0004] Vertical take-off and landing (VTOL) aircraft play a vital role in multiple industries, including transportation and emergency services. Traditionally, VTOL aircraft have used fixed propellers for vertical takeoff and forward propulsion. While this configuration provides some stability, it has limitations in terms of flight duration, speed, and efficiency. Furthermore, failure of the propellers providing lift can lead to balance issues and potential accidents, posing significant safety risks.

[0005] To address these challenges, some VTOL aircraft have incorporated horizontal tiltrotors at the end of each wing. This configuration not only enables vertical takeoff and landing capabilities but also facilitates fast forward flight performance. However, the introduction of wingtip tiltrotors also brings its own set of problems, including reduced stability during flight transitions. While some multi-tilt rotor aircraft have improved safety to a certain extent, the use of multiple tiltrotors often comes at the cost of reduced overall efficiency. In addition, with this layout, the failure of a single propeller could still cause balance issues and catastrophic accidents, further exacerbating safety risks.

[0006] Traditional helicopters, including rescue helicopters, typically have large rotor diameters, which limits their use in confined urban environments. In addition, the cost of current VTOL aircraft is significantly higher, primarily due to the high cost of the powertrain and transmission system. Utility Model Content

[0007] This patent provides a flying device, an aircraft, and a method for controlling the flight of the flying device.

[0008] According to the first part of the disclosure of this patent, this patent provides a flying device. The flying device includes: a frame, the frame including a front portion and a rear portion; a front tilt rotor disposed in the front portion of the flying device frame; and a rear tilt rotor disposed in the rear portion of the flying device frame. The front tilt rotor is configured to tilt at a forward tilt angle relative to the direction of gravity to control the flight of the flying device, while the rear tilt rotor is configured to tilt at a rearward tilt angle relative to the direction of gravity to control the flight of the flying device.

[0009] According to the second part of the disclosure of this patent, this patent provides an aircraft. The aircraft includes a flying device for carrying a vehicle, a vehicle for carrying objects or people; the flying device includes a frame, the frame including a front portion and a rear portion, a front tilt-rotor disposed in the front portion of the frame, and a rear tilt-rotor disposed in the rear portion of the frame; the front tilt-rotor is configured to tilt at a forward tilt angle relative to the direction of gravity to control the flight of the flying device, and the rear tilt-rotor is configured to tilt at a rear tilt angle relative to the direction of gravity to control the flight of the flying device; the flying device can be the flying device described in the first part above.

[0010] According to the third section of this patent disclosure, this patent provides a method for controlling the flight of an aircraft or flying device. The method includes receiving a command from a control terminal to control the flight of the aircraft; controlling the angle and / or speed (rotational speed) and / or rotational direction of the forward tilt rotor, and controlling the angle and / or speed (rotational speed) and / or rotational direction of the rear tilt rotor in accordance with the command; the forward tilt rotor is positioned at the front portion of a frame and configured to tilt at a forward tilt angle relative to the direction of gravity to control the flight of the flying device; the rear tilt rotor is positioned at the rear portion of a frame and configured to tilt at a rear tilt angle relative to the direction of gravity to control the flight of the flying device. The enplane in this method can be the aircraft described in the second section, and the flying device can be the flying device described in the first section. BRIEF DESCRIPTION OF THE DRAWINGS

[0011] To facilitate the discussion of any particular element or step, the most significant digit in a reference number refers to the figure number in which the element first appears.

[0012] Figure 1A A top view of a vertical take-off and landing (VTOL) aircraft in its VTOL configuration is shown according to one embodiment of the present invention.

[0013] Figure 1B A top view of a vertical take-off and landing (VTOL) aircraft in its horizontal flight configuration is shown according to one embodiment of the present invention.

[0014] Figure 2A A side view of a vertical take-off and landing (VTOL) aircraft in its VTOL configuration is shown according to one embodiment of the present invention.

[0015] Figure 2B A side view of a vertical take-off and landing (VTOL) aircraft in its horizontal flight configuration is shown according to one embodiment of the present invention.

[0016] Figure 3A A front view of a vertical take-off and landing (VTOL) aircraft in its VTOL configuration is shown according to one embodiment of the present invention.

[0017] Figure 3B A front view of a vertical take-off and landing (VTOL) aircraft in its horizontal flight configuration is shown in accordance with one embodiment of the present invention.

[0018] Figure 4A A front view of a vertical take-off and landing (VTOL) aircraft in its horizontal flight configuration with extended main wings is shown in accordance with an embodiment of the present invention.

[0019] Figure 4BA front view of a vertical take-off and landing (VTOL) aircraft with extended rotor fixed wings in its horizontal flight configuration is shown in accordance with an embodiment of the present invention.

[0020] Figure 5A A top view of a vertical take-off and landing (VTOL) aircraft in its VTOL configuration is shown with a VTOL assist system according to an embodiment of the present invention.

[0021] Figure 5B A top view of a vertical take-off and landing (VTOL) aircraft in its horizontal flight configuration is shown with a vertical take-off and landing assist system according to an embodiment of the present invention.

[0022] Figure 6A A top view of a vertical take-off and landing (VTOL) aircraft with two main wings in its VTOL configuration is shown according to an embodiment of the present invention.

[0023] Figure 6B A side view of a vertical take-off and landing (VTOL) aircraft with two main wings in its VTOL configuration is shown according to an embodiment of the present invention.

[0024] Figure 7A A top view of a vertical take-off and landing (VTOL) aircraft with a float system in its VTOL configuration is shown in accordance with an embodiment of the present invention.

[0025] Figure 7B A top view of a vertical take-off and landing (VTOL) aircraft in a separated configuration of its flying device and carrier is shown in accordance with an embodiment of the present invention.

[0026] Figure 8A A top view of a vertical take-off and landing (VTOL) aircraft in a vertical take-off and landing configuration with a stowed vertical take-off and landing assist system according to an embodiment of the present invention is shown.

[0027] Figure 8B A top view of a vertical take-off and landing aircraft with a vertical take-off and landing assist system according to an embodiment of the present invention is shown.

[0028] Figure 9A The figure shows a side view of a vertical take-off and landing aircraft in a vertical take-off and landing state with a vertical take-off and landing assisting system according to an embodiment of the present invention.

[0029] Figure 9B The figure shows a side view of a vertical take-off and landing aircraft in a horizontal flight state with a vertical take-off and landing assist system according to an embodiment of the present invention.

[0030] Figure 10 It is a block diagram of a method for controlling the flight of an aircraft. DETAILED DESCRIPTION

[0031] Reference is made to example embodiments of the present invention, which are illustrated in the accompanying drawings. The following description refers to the accompanying drawings, wherein like numbers in different drawings represent the same or similar elements unless otherwise specified. The following descriptions of example embodiments are not intended to represent all possible implementations consistent with the disclosure. Instead, they are merely examples of apparatus and methods consistent with the relevant aspects of the disclosure as set forth in the appended claims.

[0032] The terms used in this disclosure are intended only to describe specific examples and are not intended to limit the disclosure. Singular forms of words such as "a," "the," and "the" are intended to include the plural forms in this disclosure and the appended claims, unless the context clearly indicates otherwise. It should also be understood that the term "and / or" used in this disclosure refers to any and all possible combinations of one or more of the associated listed items.

[0033] References in this specification to "one embodiment," "an embodiment," "an example," "some embodiments," "some examples," or similar language mean that the particular feature, structure, or characteristic being described is included in at least one embodiment or example. Features, structures, elements, or characteristics described in connection with one or some embodiments are also applicable to the other embodiments, unless explicitly stated otherwise.

[0034] It should be understood that although terms such as "first," "second," and "third" are used in this disclosure to describe various types of information, such information is not limited to these terms. These terms are used solely to distinguish between information of the same type. For example, first information could be referred to as second information, and second information could be referred to as first information, without departing from the scope of this disclosure. Depending on the context, for example, the term "if" used in this disclosure could be interpreted as meaning "when," "in the event of," or "in response to determining..."

[0035] In the patent disclosed herein, a flying device is provided. The flying device is a device or machine for flying in the air, and can also be used as a flying platform for carrying other equipment. In some embodiments of the present disclosure, the flying device can be said to be part of an aircraft and can be configured to carry a vehicle. Figure 1B and Figure 2BAs shown, the flying device 100 includes a frame 10, a forward tilt-rotor 105A, and a rearward tilt-rotor 105B. The frame 10 includes a front portion 11 and a rear portion 12. The forward tilt-rotor 105A is placed on the front portion 11 of the frame, and the rearward tilt-rotor 105B is placed on the rear portion 12 of the frame 10. The forward tilt-rotor 105A can be tilted forward, upward, or backward by a certain angle, that is, the rotation axis of the forward tilt-rotor forms a certain forward tilt angle relative to the direction of gravity to control the flight of the flying device. The rearward tilt-rotor 105B can also be tilted forward, upward, or backward by a certain angle, that is, the rotation axis of the rearward tilt-rotor forms a certain rearward tilt angle relative to the direction of gravity to control the flight of the flying device. The rotation axis of the forward tilt-rotor 105A and the rotation axis of the rearward tilt-rotor 105B can be parallel or non-parallel, that is, the forward tilt angle and the rearward tilt angle can be the same or different. In some embodiments, the front portion 11 of the frame 10 may be a forward tilt-rotor mount 103A, and the rear portion 12 of the frame 10 may be a rearward tilt-rotor mount 103B. Furthermore, the frame 10 includes at least one main wing 104 positioned between the forward tilt-rotor mount 103A and the rearward tilt-rotor mount 103B, and a linear bracket 102 for connecting and securing the forward tilt-rotor mount 103A, the rearward tilt-rotor mount 103B, and the at least one main wing 104.

[0036] In some programs, such as Figure 2A The forward tilt rotor 105A includes a forward tilt shaft 13A parallel to the plane of the front portion 11 of the frame 10, and the rearward tilt rotor 105B includes a rearward tilt shaft 13B parallel to the plane of the rear portion 12 of the frame 10. That is, the forward tilt rotor 105A is rotatably mounted on the front portion 11 via the forward tilt shaft 13A so as to be rotatable relative to the front portion 11; the rearward tilt rotor 105B is rotatably mounted on the rear portion 12 via the rear tilt shaft 13B so as to be rotatable relative to the rear portion 12. The forward tilt shaft or the rearward tilt shaft is rotatably connected to the frame 10 (the front portion or the rear portion). The specific connection method can be that the forward tilt shaft or the rearward tilt shaft forms a shaft sleeve that rotatably engages with an appropriate portion of the frame 10, or vice versa, that is, the appropriate portion of the frame 10 forms a shaft sleeve that rotatably engages with the forward tilt shaft or the rearward tilt shaft. In order to achieve controllable forward tilt axis or backward tilt axis, a limiting mechanism or driving mechanism can be set between the sleeve and the frame 10 to control the rotation angle of the sleeve relative to the frame 10, thereby changing the tilt angle of the forward tilt rotor 105A or the backward tilt rotor 105B relative to the frame.

[0037] In some embodiments, at least one forward tilt-rotor 105A or rearward tilt-rotor 105B can be perpendicular to the ground (i.e., the tilt-rotor is tilted upward so that the long axis of its rotor is perpendicular to the ground) to achieve vertical take-off and landing, or tilted to a horizontal direction relative to the ground (i.e., the tilt-rotor is tilted forward so that the long axis of its rotor is parallel to the ground) to achieve take-off or forward or backward flight.

[0038] In some embodiments of the present invention, the flying device further comprises a control system 14 for controlling the forward tilt-rotor 105A and the rear tilt-rotor 105B to have the same rotation speed and opposite rotation directions. The opposite rotation directions can offset the torque generated by the forward tilt-rotor 105A and the rear tilt-rotor 105B. It is understood that at this time, the propeller blades of the forward tilt-rotor 105A and the rear tilt-rotor 105B need to be set in opposite directions and rotate in opposite directions. In some embodiments, the control system 14 can also control the forward tilt-rotor 105A and the rear tilt-rotor 105B to tilt synchronously. In some embodiments, the flying device 100 can also have external terminal control or autonomous flight control.

[0039] Figure 1A and Figure 2A As shown, aircraft 200 comprises a linear support 102, a tiltrotor mount 103, a main wing 104, a tiltpropeller system 105, a wing platform complex 106, and a fuselage 107. Linear support 102 includes a left linear support 102A and a right linear support 102B, which are respectively used to connect and secure a forward tiltrotor mount 103A, a main wing 104, and a rearward tiltrotor mount 103B. Tiltrotor system 105 includes forward tiltrotors 105A and rearward tiltrotors 105B, as well as corresponding gear connections and a gear pod. In some embodiments, more than one main wing 104 may be positioned between the forward and rearward tiltrotor mounts. In some embodiments, the aircraft includes a vehicle, which may form fuselage 107. However, the specific embodiments are not limited to those described herein.

[0040] Continue to refer Figure 1A and Figure 2ALeft and right linear supports 102A and 102B are arranged parallel and symmetrically. The two ends of the forward tiltrotor mount 103A are connected to the front ends of the left and right linear supports 102A and 102B, respectively. The two ends of the rear tiltrotor mount 103B are connected to the rear ends of the left and right linear supports 102A and 102B, respectively. The main wing 104 is connected to the center of the left and right linear supports (the tiltrotor mounts and the main wing are arranged parallel and can be in the same horizontal plane). The forward tiltrotor 105A is positioned in the center of the forward tiltrotor mount 103A, and the rear tiltrotor 105B is positioned in the center of the rear tiltrotor mount 103B. The front and rear tiltrotors are arranged in a longitudinal row. The forward and rear tiltrotors 105A and 105B can tilt synchronously relative to the long axes of the forward and rear tiltrotor mounts 103A and 103B, respectively.

[0041] Figure 1A , Figure 2A and Figure 3A For vertical takeoff and landing (VTOL) aircraft 200 in vertical takeoff and landing (VTOL) mode, linear support 102, tiltrotor mount 103, main wing 104, and tiltrotor and wing platform assembly 106 form flight device 100. The horizontal planes of the linear support, forward tiltrotor mount, rearward tiltrotor mount, and main wing 104 lie in a common plane (i.e., their upper surfaces extend substantially in a single plane), referred to as the flight device plane. The rotational axes of forward tiltrotor 105A (i.e., the long axis of the tiltrotor) and rearward tiltrotor 105B lie in the same vertical plane, which is perpendicular to the flight device plane. The long axes of left linear bracket 102A, right linear bracket 102B, forward tilt-rotor mounting frame 103A, rearward tilt-rotor mounting frame 103B, and main wing 104 are symmetrical about the line between the fixing points of forward tilt-rotor 105A and rearward tilt-rotor 105B; that is, left linear bracket 102A and right linear bracket 102B are symmetrical with respect to the above-mentioned vertical plane; the long axes of forward tilt-rotor mounting frame 103A and rearward tilt-rotor mounting frame 103B are also symmetrical with respect to the vertical plane; the long axis of main wing 104 may also be symmetrical with respect to the vertical plane.

[0042] In some embodiments, a wing platform complex 106 is positioned beneath the frame 10 to house a power system 15 and connect the vehicle. Power system 15 is used to power forward tilt-rotor 105A and aft tilt-rotor 105B. In some embodiments, power system 15 can power the entire aircraft. In some embodiments, power system 15 can be powered by one or more of the following: fuel, electricity, wind power, solar power, nuclear power, etc.

[0043] In some embodiments, as Figure 2A, 2B, 3A and 3B, a wing platform complex 106 is placed at the center below the main wing 104. A power system including a generator 118 and an engine 117 that drives the generator to generate electricity is placed at the rear of the wing platform complex 106. The engines include a left engine 117A and a right engine 117B, which are respectively located inside or on both sides of the wing platform complex 106. A composite gear box 121 is placed at the front of the wing platform complex 106.

[0044] according to Figure 1A 2A and 3A, the vertical take-off and landing aircraft 200 includes a fuselage 107 placed below the wing platform complex 106. The long axis of the fuselage 107 is parallel to or in the vertical plane (the plane passing through the rotation axis of the front tilt-rotor 105A and the rotation axis of the rear tilt-rotor 105B), which is perpendicular to the plane of the flight device.

[0045] according to Figure 1B , 2A and 3A, the tiltrotor system includes a rotor system 108, a propeller 109 and corresponding gears and gear compartments. The front tiltrotor 105A and the rear tiltrotor 105B have the same rotation speed but opposite rotation directions. This layout ensures the safety and stability of the aircraft. If one of the front tiltrotor 105A and the rear tiltrotor 105B fails, the other tiltrotor can still help the aircraft 200 fly safely or make an emergency landing. Even if both tiltrotors have problems, the emergency parachute located inside the main wing 104 can help the aircraft land safely. In some cases, the front and rear tiltrotors can also meet flight requirements by adjusting their status in real time, such as controlling the direction of flight.

[0046] like Figure 2A and 2B As shown, the rear stabilizer includes two rear stabilizers 110B on the left and right sides, which are located behind and below the left linear support 102A and the right linear support 102B, respectively. The rear stabilizer includes a vertically rotatable rudder 112B that can be used to control the direction of the aircraft 200 during horizontal flight.

[0047] Continue to refer Figure 2A and Figure 2B The front stabilizer includes a left front stabilizer 113A and a right front stabilizer 113B. The left front stabilizer 113A and the right front stabilizer 113B are located in front of and below the left linear support 102A and the right linear support 102B, respectively. The front stabilizer includes a horizontally rotatable rudder 111B that can be used to control the direction of the aircraft 200 during vertical takeoff.

[0048] like Figure 1A and2A The wing platform complex 106 can further be equipped with a transmission device 16 to connect the power system 15 and the tilt-rotor system. The power system 15 and the transmission device 16 can be placed on both sides of the wing platform complex 106. The transmission device 16 includes a joint gear box 121 and a transmission rod system 122, which can be located inside the wing platform complex 106, the main wing 104, the linear support 102 and the tilt-rotor fixed frame 103 respectively. The transmission device can be connected to the operating system, the tilt and the power system to control the flight attitude of the aircraft 200. Of course, the tilt of the front and rear tilt rotors can also be directly controlled by a micro motor controlled by a computer.

[0049] The fuselage 107 includes a tail 114 at the rear of the fuselage to assist in maintaining balance and placing the rear landing wheels of the aircraft. The tail includes a left tail 114A and a right tail 114B.

[0050] Fuselage 107 includes a retractable or foldable landing wheel system comprising wheel wells and retractable wheels. The wheel wells include one 115A located at the far end of the left rear tail and one 115B located on the right rear tail. Retractable wheels 116 include a forward retractable wheel 116A located at the front lower portion of fuselage 107, a foldable wheel 116B located below wheel well 115A on the left rear tail, and a foldable wheel 116C located below wheel well 115B on the right rear tail. In some embodiments, a foldable rear wheel system can be folded inside rear tail 104.

[0051] Continue to refer Figure 1A and Figure 2A It is noteworthy that the center of gravity of vertical take-off and landing aircraft 200 is located below flying device 100. The center of gravity is equidistant from forward tilt-rotor 105A and aft tilt-rotor 105B. Similarly, the center of gravity is equidistant from left linear support 102A and right linear support 102B, and equidistant from forward tilt-rotor mounting bracket 103A and aft tilt-rotor mounting bracket 105B. This low center of gravity ensures the stability of the aircraft in horizontal flight.

[0052] like Figure 1A and Figure 2AAs shown, the vertical take-off and landing aircraft 200 uses hybrid power. The rotor systems 108A and 108B of the tiltrotor include electric motors. The generator 118 is connected to the engine, which includes a left engine 117A and a right engine 117B, located at the rear of the wing platform complex 106. This redundant design ensures that if one engine fails, the other engine can still provide power to the aircraft. In the event of failure of two engines or the generator, a parachute placed inside the main wing 104 or a rechargeable battery located inside the aircraft can ensure an emergency and safe landing of the aircraft.

[0053] In another embodiment, the generator 118 and the engine included in the power system are located at the rear of the fuselage 107. In order to reduce noise, the left engine 117A and the right engine 117B can be located in the wheel wells 115A and 115B of the left and right rear tails, respectively.

[0054] In some embodiments, the tilt rotors may be powered by gas engines. This may be accomplished by engines located on the wing platform complex 106 or elsewhere on the aircraft 200 through a transmission system, or by engines acting directly as rotor systems 108A / 108B.

[0055] In some embodiments, the tiltrotor rotor system may be powered by rechargeable batteries located within VTOL vehicle 200 .

[0056] like Figure 1A , Figure 1B , Figure 2A and Figure 2B As shown, the tilt-rotor mount is fixed in a horizontal position on a linear bracket. The tilt-rotor can be rotated forward, upward, and backward relative to the long axis of the tilt-rotor mount via a drive shaft. In vertical take-off and landing mode, the vertical take-off and landing aircraft 200 can achieve vertical take-off and landing by rotating the tilt-rotor upward, and can adjust the direction left and right by adjusting the horizontal rotation rudder 111B of the stabilizer 113A / 113B. The vertical take-off and landing aircraft 200 can achieve forward horizontal flight by rotating the tilt-rotor forward to a horizontal position, and control the flight direction by adjusting the vertical rotation rudder 112 of the tail stabilizer 110. In some embodiments, the flight state of the aircraft can also be changed by adjusting the rotation speed and attitude of the tilt-rotor 105A and / or 105B in real time.

[0057] In another embodiment, the tiltrotor rotor system can be fixed to the front tiltrotor mount 103A and the rear tiltrotor mount 103B, so that during flight attitude changes, only the propeller's rotation axis can be tilted via the hinge system. In some embodiments, the propeller is relatively fixed to the rotor system 108, which is fixed to the tiltrotor mount 103. The propeller 109, rotor system 108, and tiltrotor mount 103 rotate together during flight attitude changes.

[0058] like Figure 1A and 1B As shown, the tilt rotor mount and main wing 104 provide the primary lift during horizontal flight of the aircraft. Figure 4A As shown, flaps 119A, 119B and / or 119C may be arranged on the tiltrotor mounting frame and the main wing 104 , respectively, as needed.

[0059] like Figure 4A and 4B As shown, as required, the tilt-rotor fixed frame or main wing 104 can be symmetrically extended to provide greater lift during horizontal flight. In some schemes, the layout of the double-layer wing can also be adopted to increase lift.

[0060] like Figure 5A As shown, in some embodiments, a vertical take-off and landing assist system is used for the flying device 100 or the aircraft 200 in the vertical take-off and landing mode to achieve vertical take-off and landing. The assist system includes a left lift fan 120A and a right lift fan 120B. The left lift fan 120A and the right lift fan 120B are respectively located on the left and right sides of the main wing 104 and are each equipped with a cover to enable the assist system to be closed during horizontal flight to avoid affecting the efficiency of the aircraft.

[0061] like Figure 6A and 6B As shown, in another embodiment, the main wing 104 can be designed as a front main wing 104A and a rear main wing 104B as needed.

[0062] like Figure 7A As shown, in one embodiment, an inflatable buoy system is used for emergency water landings of aircraft. The buoy system includes two buoys 123A and 123B at the front of the aircraft and two buoys 123C and 123D at the rear. If needed, corresponding buoys can also be placed under the fuselage and on both sides of the fuselage to facilitate water landings.

[0063] like Figure 7AAs shown, in some embodiments, the flying device 100 and fuselage 107 of the vertical take-off and landing aircraft 200 are detachable. The flying device 100 can fly independently to carry other vehicles, while the fuselage 107 can also serve as an independent means of transportation. In other words, the flying device 100 and fuselage 107 can be connected via a detachable mechanism, allowing them to remain connected or separated as needed.

[0064] In some programs, such as Figure 1A As shown in Figures 2A and 2B, the diameter of the propellers of the tiltrotor system is appropriately smaller than the length of the tiltrotor mount. Therefore, the diameter of propeller 109A of forward tiltrotor 105A is smaller than that of forward tiltrotor mount 103A, or the diameter of propeller 109B of aft tiltrotor 105B is smaller than that of forward tiltrotor mount 103B. Furthermore, the distance between the tiltrotor and main wing 104 is appropriate, and the height of wing platform complex 106 is appropriate to prevent collision between the propellers and fuselage 107 during aircraft attitude transitions.

[0065] In some embodiments, rear tiltrotor 105B can be designed to tilt downward or backward so that propeller 109B does not hit the linear support and the diameter of rear propeller 109B is not limited to be smaller than the length of the tiltrotor mount.

[0066] In some programs, such as Figure 8A , 8B, 9A and 9B, as needed, the linear support may include an auxiliary vertical take-off and landing system to assist the flying device 100 or the vertical take-off and landing aircraft 200 in achieving vertical take-off and landing. The auxiliary vertical take-off and landing system may include retractable propellers 132A, 132B, 132C and 132D symmetrically distributed on the linear support. The auxiliary vertical take-off and landing system is opened for use in the vertical take-off and landing state and is stored and closed in the horizontal flight state to avoid affecting the flight efficiency of the aircraft. The linear support may be provided with corresponding space to store the retractable propellers during horizontal flight.

[0067] In some embodiments, the wing platform complex 106 can be designed as a retractable structure so that the height of the wing platform complex 106 can be shortened during horizontal flight of the aircraft to reduce the size and increase stability of the flying device 100 or the vertical take-off and landing aircraft 200. The wing platform complex 106 is extended during vertical take-off and landing or during flight attitude transitions to increase the stability of the aircraft and prevent collision between the propeller and the tail of the fuselage 107 during flight attitude transitions.

[0068] The pilot can control the flight state of the aircraft 200 through the transmission system in the cockpit. In addition, the flight state of the vertical take-off and landing aircraft 200 can be automatically controlled by computer instructions.

[0069] In some embodiments, the flying device 100 or vertical take-off and landing aircraft 200 may be equipped with a computer system with multiple processors to ensure optimal power and control systems, as well as to control and maintain the stability of the aircraft during flight or during flight attitude transitions. One or more processors may execute instructions to perform all or some of the steps in the above-described method. The instructions may be stored in a non-transitory computer-readable storage medium within one or more processors. Furthermore, one or more processors may include one or more modules that facilitate interaction between the processors and other components. The processors may include a central processing unit (CPU), a microprocessor, a single-chip microcomputer, a graphics processing unit (GPU), and the like.

[0070] Figure 10 This is a block diagram of a method for controlling an aircraft according to the present patent disclosure. This method may require one or more processors for control. In step 1001, one or more processors receive instructions reflecting a flight trajectory from a control terminal. In step 1002, according to the aforementioned instructions, one or more processors control the tilt angle, rotation speed, and rotation direction of the forward tilt rotor, as well as the tilt angle, rotation speed, and rotation direction of the rear tilt rotor; the forward tilt rotor is located at the front of a bracket, and the rear tilt rotor is located at the rear of the bracket; the forward tilt rotor is configured to tilt at a forward tilt angle relative to the direction of gravity to control the flight of the aircraft, and the rear tilt rotor is configured to tilt at a rear tilt angle relative to the direction of gravity to control the flight of the aircraft. The aircraft in this method may be the aircraft in the above-mentioned embodiment.

[0071] This patent discloses some implementation plans of a vertical take-off and landing aircraft with tilt-rotors arranged in a front-to-back tandem arrangement. These implementation plans solve the existing problems of low efficiency, low stability and low safety.

[0072] The present disclosure summarizes the contents of a fixed-wing tandem-distributed tilt-rotor vertical take-off and landing aircraft: a tilt-rotor system is distributed in a tandem manner at the front and rear parts of the vertical take-off and landing aircraft to provide forward pulling force and upward lifting force to achieve horizontal flight and vertical take-off and landing.

[0073] In one embodiment, the vertical take-off and landing aircraft further comprises a linear support, a tiltrotor mount, a main wing, a wing platform complex, and a fuselage. The linear support comprises a left linear support and a right linear support, the left and right linear supports being arranged in parallel and symmetrically to connect and secure the tiltrotor mount and the main wing. The tiltrotor mount comprises a front tiltrotor mount and a rear tiltrotor mount, respectively connecting the front and rear ends of the left and right linear supports. The main wing is located between the two linear supports. The tiltrotor system comprises a front tiltrotor and a rear tiltrotor, and their corresponding gears and gear compartments. The front and rear tiltrotors are arranged in a longitudinal arrangement, respectively, between the front and rear tiltrotor mounts. The linear support, tiltrotor mount, tiltrotor, main wing, and wing platform complex can form a platform, which can be referred to as a flight platform. The linear support, tiltrotor mounting frame and main wing are in one plane, which is called the flight platform or flight device plane.

[0074] In one embodiment, a fuselage is positioned beneath the main wing by connecting it to a wing platform complex. The wing platform complex also serves as an equipment bay, housing critical equipment such as the gear box, transmission rods, and powertrain. Left and right linear supports are positioned symmetrically about the long axis of the wing platform complex and fuselage.

[0075] In one embodiment, a transmission system comprises a drive rod and corresponding gears located within the tiltrotor mount, linear support, main wing, and wing platform complex. This drive system is connected to the tiltrotor system, power system, and operating system to synchronize the tiltrotor operation, transmit power, and control the vertical takeoff and landing flight state. Specifically, two transmission systems may be included, each including a drive rod and / or corresponding gears and other corresponding power transmission mechanisms. One transmission system may be located on the left side of the main wing, within the left linear support and the left side of the forward tiltrotor mount, or the left side of the rear tiltrotor mount, with one end connected to the power system and the other end connected to the control system and the forward or rear tiltrotor for power transmission. The other transmission system may be located on the right side of the main wing, within the right linear support and the right side of the forward tiltrotor mount, or the right side of the rear tiltrotor mount, with one end connected to the power system and the other end connected to the control system and the forward or rear tiltrotor for power transmission. The two transmission systems may be symmetrically distributed to maintain overall balance. At the same time, the two transmission systems transmit power to the forward tilt rotor or the backward tilt rotor at the same time, which can improve power reliability.

[0076] In one embodiment of the present disclosure, the rear stabilizer includes a left rear stabilizer and a right rear stabilizer, each located below the rear ends of the left and right linear supports. Each stabilizer includes a vertically rotatable rudder for maneuvering the aircraft during horizontal flight. In addition, the front stabilizer includes a left front stabilizer and a right front stabilizer, each located below the front ends of the left and right linear supports, to help the vertical take-off and landing (VTOL) aircraft maintain balance. Each front stabilizer has a horizontally rotatable rudder for controlling direction during VTOL. Alternatively, the VTOL aircraft can change flight direction based on the speed and state of the tiltrotor.

[0077] In one embodiment of the present disclosure, the tail includes left and right tail fins located at the rear of the fuselage to help maintain balance. The vertical take-off and landing (VTOL) aircraft includes a retractable wheel system comprising a front retractable wheel located below the front of the fuselage, a left rear wheel well and retractable wheel located below the end of the left tail fin, and a right rear wheel well and retractable wheel located below the end of the right tail fin. Alternatively, the rear retractable wheels may be separately stored within the tail fins.

[0078] In one embodiment of the present disclosure, a vertical take-off and landing (VTOL) aircraft utilizes a hybrid powertrain system with electrically powered tiltrotors. In this particular configuration, the powertrain includes an electric generator and a gas engine, with the gas engine driving the wing. The gas engine configuration consists of two symmetrically placed engines on the left and right sides. This arrangement ensures that even if one engine fails, the remaining engine can still safely operate the VTOL aircraft for flight or landing. If both engines fail, rechargeable battery packs or emergency parachutes stored within the VTOL aircraft will assist in an emergency landing. An advanced computerized electronic control system is used to manage power distribution, ensuring that the electric motors driving the tiltrotors receive a balanced and continuous power supply.

[0079] In another configuration described herein, the tiltrotor can be powered directly from a gas-powered engine system. A power system located within the platform complex, the main wing, or the linear strut can be connected to the tiltrotor via a transmission system. Alternatively, the tiltrotor's electric motor can be directly replaced with a gas-powered engine.

[0080] In one embodiment, the flying device or vertical take-off and landing aircraft can directly drive the motor directly by a rechargeable battery placed on the fuselage.

[0081] In one embodiment of the present disclosure, the main wing and tiltrotor mount play a key role in generating the primary lift in the aircraft's horizontal flight mode. Furthermore, flaps can be strategically positioned on the rotor and main wing as needed. In another variation of the disclosed concept, the wingtips of the main wing or tiltrotor mount can be extended symmetrically as needed.

[0082] In one embodiment, a vertical take-off and landing assist system is positioned on the main wing as needed. The system includes two lift fans symmetrically positioned within the wings on either side of the main wing. The system can assist the VTOL aircraft in achieving vertical take-off and landing even when the tiltrotor has a small propeller diameter, and is deactivated during horizontal flight.

[0083] In one embodiment of the present disclosure, a vertical take-off and landing (VTOL) aircraft is equipped with an inflatable float system for emergency water landing. The inflatable float system includes left front, right front, left rear, and right rear inflatable floats, which are respectively arranged on both sides of the front and rear of the fuselage.

[0084] In one embodiment of the present disclosure, the front and rear tiltrotors rotate at the same speed but in opposite directions. The front and rear tiltrotors can tilt synchronously in planes perpendicular to the long axes of the forward and rear tiltrotor mounts, respectively. In vertical takeoff and landing mode, the tiltrotors are tilted upward, allowing the VTOL aircraft to take off and land vertically. The VTOL aircraft can also achieve horizontal flight by tilting the tiltrotors forward, while navigating the aircraft left or right using the horizontal rudders on the rear stabilizer. Optionally, the tiltrotor rotor system can be fixed (mounted) to the tiltrotor mounts, with the propeller's rotation axis tilted via a hinge and gear structure to achieve flight attitude changes. If one tiltrotor fails, the remaining tiltrotor can still ensure normal flight or landing of the aircraft. In the event of a failure of both tiltrotors, a partial parachute located within the main wing can help the aircraft land safely.

[0085] In one embodiment of the present disclosure, a vertical take-off and landing (VTOL) aircraft is equipped with a computing system comprising one or more processors responsible for ensuring optimal operation of power and control systems and maintaining balance of the VTOL aircraft throughout flight and during transitions between flight states.

[0086] The description of the present disclosure is provided for illustrative purposes and is intended to provide examples, but is not exhaustive or limiting. Many modifications, variations, and alternative implementations will be apparent to those skilled in the art with experience in the teachings provided by the above description and the associated figures.

[0087] Unless otherwise explicitly stated, the order of the steps of the disclosed method is for illustrative purposes only. The steps of the disclosed method are not limited to the specific order described above and may be modified based on actual circumstances. In addition, at least one step of the disclosed method may be adjusted, combined, or deleted based on actual needs.

[0088] These examples are selected and described to illustrate the principles of the present disclosure and to enable those skilled in the art to understand the various implementations of the present disclosure and to best utilize its basic principles and various implementations through appropriate modifications to suit specific intended uses. Therefore, it should be understood that the scope of the present disclosure should not be limited to the specific examples of the disclosed implementations, and modifications and other implementations are also intended to be included within the scope of the present disclosure.

Claims

1. A flying device, characterized in that: include: a frame, comprising a front portion and a rear portion; a forward tilt-rotor located on the front portion of the frame; and a rear tiltrotor located in the rear portion of the frame; The forward tilt rotor controls the flight of the aircraft by adjusting the forward tilt angle, while the rearward tilt rotor controls the flight of the aircraft by adjusting the rearward tilt angle.

2. The flying device according to claim 1, wherein: The forward tilt rotor includes a forward tilt axis parallel to the plane of the front portion of the frame, or the rear tilt rotor includes a rearward tilt axis parallel to the plane of the rear portion of the flight frame.

3. The flying device according to claim 1, wherein: The forward and / or rearward tilt rotors are tilted perpendicular to the ground for vertical takeoff or landing, or tilted parallel to the ground for horizontal flight.

4. The flying device according to claim 1, wherein: The invention also includes a control system to ensure that the front and rear tilt rotors have the same rotation speed and opposite rotation directions; or to control the tilt state of the front and rear tilt rotors.

5. The flying device according to claim 1, wherein: The front portion includes a forward tilt-rotor mount, the rear portion includes a rear tilt-rotor mount, and The framework includes: at least one main wing positioned between the forward tiltrotor mount and the aft tiltrotor mount; and The linear bracket is used to connect and fix the forward tilt-rotor mount, main wing and rear tilt-rotor mount.

6. The flying device according to claim 5, characterized in that The propeller diameter of the forward tilt-rotor is smaller than the length of the forward tilt-rotor fixing frame, or the propeller diameter of the rearward tilt-rotor is smaller than the length of the rearward tilt-rotor fixing frame.

7. The flying device according to claim 5, characterized in that At least one main wing includes: a lift fan for assisting the flying device in vertical takeoff or landing; Alternatively, the linear support includes a retractable propeller to assist the vertical take-off and landing of the flying device, and is retracted into the linear support during horizontal flight.

8. The flying device according to claim 5, characterized in that Also includes: The wing platform complex, placed under the frame, is used to house the power system, control system and connection vehicle; The power system provides power to the forward tilt rotor and the rear tilt rotor.

9. The flying device according to claim 8, characterized in that The wing platform complex is used to house the power system and transmission system, which are symmetrically distributed on the main wing and the linear support, and connect the power system to provide power transmission between the power system and the forward tilt rotor and the rear tilt rotor.

10. An aircraft, characterized in that: include: A flying device to carry the vehicle; and A vehicle used to carry goods or people; The flying device is the flying device according to any one of claims 1 to 9.

11. The aircraft according to claim 10, characterized in that The vehicle is detachable so as to be removed from the flying device.

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