Single-blade rotary wing type vertical take-off and landing fixed wing aircraft

Abstract

The utility model discloses a single-blade rotor type vertical take-off and landing fixed-wing aircraft which comprises a single-blade rotor assembly which penetrates through an aircraft body, is connected with a power system and is used for achieving the functions of vertical take-off and landing and hovering of the aircraft. The rotor wing clasping clamping device is mounted on a vertical tail wing framework of the fuselage main body and is used for clasping or loosening the single-blade rotor wing assembly; the homing driving device is mounted on a middle framework of the fuselage main body and is used for driving the single-blade rotor wing assembly to return to the initial position; the aileron driving devices are mounted on the tail and the side wings of the fuselage main body and are used for assisting the aircraft in completing flight actions such as turning and climbing; the power system is mounted on the fuselage main body and used for driving the single-blade rotor assemblies to move; the propelling assembly is installed on the fuselage and used for providing forward flight thrust. Compared with the prior art, the advantages of long endurance of a fixed-wing aircraft and vertical take-off and landing of a traditional helicopter are combined, and fuel economy and high flight speed are achieved in the cruising process.

Description

TECHNICAL FIELD

[0001] The utility model belongs to vertical take-off and landing aircraft technical field, specifically relates to a single blade rotor type vertical take-off and landing fixed wing aircraft. BACKGROUND

[0002] With the rapid development of modern aviation field, vertical take-off and landing fixed wing aircraft (referred to as VTOL fixed wing aircraft) becomes a kind of aircraft type that is widely concerned. Its characteristics are combined with the advantages of helicopter and traditional fixed wing aircraft, can complete take-off and landing in complex terrain and limited space, simultaneously has higher cruising speed and fuel efficiency. This characteristic makes it have extensive application potential in urban air traffic, emergency medical rescue, military task, cargo transportation and the like field.

[0003] The conventional aircraft in prior art is mostly fixed wing aircraft, helicopter, and it has the following problems:

[0004] The limitation of fixed wing aircraft: the traditional fixed wing aircraft relies on runway to complete take-off and landing, which puts strict requirements on running environment, especially in complex terrain or urban center area, is difficult to use. In addition, due to relying on runway to take off and land, its flexibility is low, cannot meet the demand of vertical take-off and landing task.

[0005] The limitation of helicopter: although the helicopter can realize vertical take-off and landing, its flight speed and range are relatively limited, and fuel efficiency is low. In addition, the rotor structure of the helicopter is exposed, the noise is large during operation, and due to the relatively weak aerodynamic efficiency, its load capacity and economy have obvious deficiency.

[0006] As a kind of hybrid aircraft type, vertical take-off and landing fixed wing (VTOL) aircraft is committed to making up for the deficiency of fixed wing aircraft and helicopter. By combining the advantages of both, VTOL aircraft not only can complete vertical take-off and landing, but also can provide lift in cruising state by fixed wing, efficiently completes long-distance flight task. In recent years, with the progress of propulsion system, control technology and aviation material science, the technical feasibility and economy of VTOL fixed wing aircraft have been significantly improved.

[0007] At present, the main vertical take-off and landing fixed wing aircraft technical scheme mainly includes the following kinds:

[0008] Tiltrotor: This approach achieves vertical takeoff and landing (VTOL) and horizontal cruise by tilting the rotors from a vertical position for vertical lift to a horizontal position for horizontal thrust. While tiltrotor aircraft combine the advantages of helicopters and fixed-wing aircraft, they do not fully possess the advantages of both. First, their hover stability is not as good as single- or coaxial helicopters, as evidenced by the multiple crashes of the US Osprey aircraft. Second, they do not fully possess the advantages of fixed-wing aircraft, mainly because they are not fast enough. Because the rotors of tiltrotor aircraft are designed to accommodate vertical takeoff, hovering, and forward flight, the design is somewhat compromised, which results in the rotors not operating under optimal aerodynamic conditions during forward flight, making the forward flight speed and efficiency of tiltrotor aircraft inferior to that of conventional fixed-wing aircraft. Tiltrotor aircraft such as the V-22 Osprey have high cruising speed and range, but their rotor mechanisms are complex, and their reliability and maintenance costs are high.

[0009] Lift fan: Lift fan aircraft rely on fans embedded in the wings or body to provide vertical lift, and during cruising, the fans are turned off, and only traditional fixed wings and horizontal propulsion systems are used for flight. This approach reduces the risk of rotor exposure, but the weight and energy consumption of the fan system remain technical challenges.

[0010] Multi-rotor and fixed-wing combination: This approach typically uses a multi-rotor structure to achieve vertical takeoff and landing, and during horizontal flight, the multi-rotors are turned off, relying on fixed wings and horizontal propulsion systems to provide lift and thrust. This approach has a relatively simple structure, but the weight and air resistance of the multi-rotors still affect cruising efficiency. For electric aircraft, short range is a major issue for compound wing layouts. While multi-rotor layouts are simple to control and have low costs, their low load capacity and endurance make them unsuitable for manned urban travel.

[0011] Hybrid propulsion: Some new VTOL aircraft use multiple propulsion methods (such as electric propulsion combined with fuel engines) to achieve flexible distribution of thrust, thereby switching between vertical takeoff and landing and horizontal flight modes. This design can improve energy utilization and extend range, but the comprehensive management of the power system is complex.

[0012] Despite the significant progress made in the field of vertical takeoff and landing fixed-wing aircraft, there are still the following problems and technical challenges:

[0013] Structural complexity: Designs such as tiltrotors and lift fans require complex mechanical structures, which have high reliability, manufacturing costs, and maintenance difficulties.

[0014] Energy efficiency: The vertical take-off stage usually requires high energy demand, how to balance the energy distribution between vertical take-off and cruising stage, and improve the overall energy utilization efficiency is an important direction of current research.

[0015] Flight stability: In the process of switching between vertical take-off and horizontal flight mode, the aerodynamic stability of the aircraft is easily disturbed, especially in complex airflow environment, the control of the rotor or fan needs high precision flight control system support.

[0016] Load capacity and endurance:

[0017] In order to realize vertical take-off, the aircraft usually needs to increase additional propulsion module, which brings adverse effects on the weight, load capacity and endurance of the aircraft.

[0018] Noise control: VTOL aircraft has large noise in the take-off and landing stage, especially in urban air traffic and other application scenarios, how to reduce noise to meet the environmental protection and social acceptance standards is a key problem. Practical new type content

[0019] In order to overcome the deficiencies in the prior art, the utility model provides a single rotor vertical take-off fixed wing aircraft. By optimizing the vertical propulsion module, horizontal propulsion module and flight control system, the aircraft has the advantages of both conventional helicopters and conventional fixed wing aircraft, while further improving the cruising efficiency and load capacity, and has broad application prospect.

[0020] The technical solution for realizing the utility model is as follows:

[0021] A single rotor vertical take-off fixed wing aircraft, comprising a fuselage main body, a single rotor assembly, a rotor holding clamp device, a homing drive device, a aileron drive device, a power system and a propulsion assembly; the single rotor assembly passes through the fuselage main body and is connected with the power system, and is used for realizing the functions of vertical take-off and hovering of the aircraft; the rotor holding clamp device is installed on the vertical tail skeleton of the fuselage main body and is used for holding or releasing the single rotor assembly; the homing drive device is used for driving the single rotor assembly to return to the initial position; the aileron drive device is installed on the tail and the side wing of the fuselage main body and is used for assisting the aircraft to complete the flight actions of diving, turning and climbing; the power system is installed on the fuselage main body and is used for driving the single rotor assembly to move; and the propulsion assembly is installed on the fuselage and is used for providing forward flight thrust.

[0022] Further, the main structure of the rotor holding and clamping device comprises a rotor clamping rod, a first mounting base, and a second self-locking reduction motor; the rotor clamping rod is used for clamping the cross clamping rod of the single-blade rotor assembly; the two rotor clamping rods are symmetrically arranged and hinged to the first mounting base; the second self-locking reduction motor is fixed on the vertical tail skeleton of the fuselage body; the two second self-locking reduction motors are respectively connected with the two rotor clamping rods, used for controlling the rotation of the rotor clamping rod, thereby realizing the opening and closing between the two rotor clamping rods.

[0023] Further, the single-blade rotor assembly comprises a cross clamping rod type solid shaft single-blade rotor and a cross clamping rod type hollow shaft single-blade rotor; the cross clamping rod type solid shaft single-blade rotor and the cross clamping rod type hollow shaft single-blade rotor are mutually reversed to offset the reverse torque caused by rotation; the solid rotating shaft of the cross clamping rod type solid shaft single-blade rotor is directly inserted into the hollow rotating shaft of the cross clamping rod type hollow shaft single-blade rotor from top to bottom; the propulsion assembly is an oil-driven ducted fan.

[0024] Further, the power system comprises a coaxial double-paddle reduction gearbox, three power distribution gearboxes, two flexible couplings, six clutches, two oil engines, two reduction gearboxes, a synchronous belt and two synchronous wheels; the two oil engines are installed side by side at the middle part of the main body of the fuselage, and are used to provide power for the power system; the output shafts of the two oil engines are connected with the input shafts of the two reduction gearboxes respectively, which are used to reduce the rotating speed of the oil engines; the output shafts of the two reduction gearboxes are connected with two clutches respectively, and each clutch is connected with a synchronous wheel; the two synchronous wheels are connected through a synchronous belt, and the separation and engagement states of the two clutches are switched at this time, that is, the output of the output shafts of the two oil engines is controlled; the input shaft of the third clutch is fixedly connected with the output shaft of the upper synchronous wheel, and the output shaft of the third clutch is connected with the input shaft of the coaxial double-paddle reduction gearbox located above; the hollow output shaft of the coaxial double-paddle reduction gearbox is connected with the lower end hollow rotating shaft of the horizontal clamping rod type hollow shaft single-blade rotor located above; the solid output shaft of the coaxial double-paddle reduction gearbox is connected with the lower end solid rotating shaft of the horizontal clamping rod type solid shaft single-blade rotor located above; the input shaft of the fourth clutch is fixedly connected with the output shaft of the lower synchronous wheel, and the output shaft of the fourth clutch is connected with the rear end input shaft of the first power distribution gearbox located below; the output shaft of the first power distribution gearbox is connected with the input shaft of the fifth clutch; one end of the first flexible coupling is connected with the output shaft of the fifth clutch, and the other end is connected with the input shaft of the second power distribution gearbox; the output shaft of the second power distribution gearbox is connected with the input shaft of the sixth clutch, and one end of the second flexible coupling is connected with the output shaft of the sixth clutch; the other end of the second flexible coupling is connected with the input shaft of the third power distribution gearbox; the output shaft of the third power distribution gearbox is finally connected with the input shaft of the other oil-driven ducted fan, and finally the power is transmitted to the oil-driven ducted fan; wherein the coaxial double-paddle reduction gearbox comprises an upper bevel gear, a first bevel gear and a second bevel gear, and the three gears are meshed with each other,

[0025] Further, the homing driving device comprises a single-blade rotor homing upper driving device and a single-blade rotor homing lower driving device;

[0026] The single-blade rotor homing lower drive device comprises a clutch, a first self-locking reduction motor, a horizontal clamping rod type solid shaft single-blade rotor solid rotating shaft, a horizontal clamping rod type hollow shaft single-blade rotor hollow rotating shaft, a coaxial double-blade reduction gear box, a second bevel gear, and a first self-locking reduction motor output shaft. The first self-locking reduction motor drives the horizontal clamping rod type solid shaft single-blade rotor to rotate clockwise or counterclockwise slowly and lock it at any angle.

[0027] The single-blade rotor homing upper drive device comprises a clutch, a first self-locking reduction motor, a synchronous belt, and a synchronous wheel. The horizontal clamping rod type hollow shaft single-blade rotor hollow rotating shaft is sleeved with a synchronous wheel at the middle shaft neck part and fixedly connected with the synchronous wheel. The hollow rotating shaft is directly inserted into the coaxial double-blade reduction gear box and fixedly connected with the upper bevel gear in the coaxial double-blade reduction gear box. The upper end of the hollow rotating shaft is installed on the frame of the main body. The synchronous wheel on the hollow rotating shaft is connected with another synchronous wheel through a synchronous belt. The other synchronous wheel is directly installed on the output shaft of the first self-locking reduction motor. The first self-locking reduction motor drives the horizontal clamping rod type hollow shaft single-blade rotor to rotate clockwise or counterclockwise slowly and lock it at any angle.

[0028] Further, the single-blade rotor assembly is a vertical clamping rod type solid shaft single-blade rotor and an electric ducted fan. The propulsion assembly comprises two first variable pitch propellers. The vertical clamping rod type solid shaft single-blade rotor is directly inserted into the top frame of the main body from top to bottom. The lower end of the solid rotating shaft of the vertical clamping rod type solid shaft single-blade rotor is connected with the single-shaft single-blade reduction gear box. The electric ducted fan at the tail generates a force opposite to the rotating direction of the vertical clamping rod type solid shaft single-blade rotor to offset the counter torque generated by the rotation of the vertical clamping rod type solid shaft single-blade rotor, thereby ensuring the stable take-off or landing of the whole aircraft. The two first variable pitch propellers on the wings of the main body generate thrust and push the whole aircraft to fly forward.

[0029] Further, the power system comprises: the main structure of the second power system comprises: three power distribution gear boxes, four flexible couplings, six clutches, two fuel engines, two reduction gear boxes, a synchronous belt, two synchronous wheels, and a single-shaft single-blade reduction gear box.

[0030] Two fuel engines are installed in parallel on the middle part of the main body of the fuselage, for providing power for the second power system; the output shafts of the two fuel engines are connected with the input shafts of two reduction gear boxes respectively, for reducing the rotating speed of the fuel engines; the output shafts of the two reduction gear boxes are connected with two clutches respectively, and each clutch is connected with a synchronous wheel; the two synchronous wheels are connected through a synchronous belt, and the disengagement and engagement of the two clutches are switched, so as to control the four power outputs of the front output shafts of the two fuel engines;

[0031] The input shaft of the third clutch is fixedly connected with the output shaft of the upper synchronous wheel, and the output shaft of the front end of the third clutch is connected with the rear input shaft of the single-shaft single-blade reduction gear box located above; the upper end of the single-shaft single-blade reduction gear box is connected with the lower end solid rotating shaft of the vertical clamping rod type solid shaft single-blade rotor located above, so as to transmit power to the vertical clamping rod type solid shaft single-blade rotor and drive the vertical clamping rod type solid shaft single-blade rotor to rotate and generate vertical lift.

[0032] The input shaft of the fourth clutch is fixedly connected with the output shaft of the lower synchronous wheel, the output shaft of the fourth clutch is connected with the input shaft of the first power distribution gear box located below, the output shaft of the first power distribution gear box is connected with the input shaft of the fifth clutch, one end of the first flexible coupling is connected with the output shaft of the fifth clutch, and the other end of the first flexible coupling is connected with the input shaft of the second power distribution gear box; the output shaft of the second power distribution gear box is connected with one end of the second flexible coupling, and the other end of the second flexible coupling is connected with the input shaft of the first variable pitch propeller; finally, power is transmitted to the first variable pitch propeller on one side and drives the first variable pitch propeller to rotate and generate forward thrust.

[0033] The output shaft of the second power distribution gear box is connected with the input shaft of the sixth clutch, one end of the third flexible coupling is connected with the output shaft of the sixth clutch, and the other end of the third flexible coupling is connected with the input shaft of the third power distribution gear box; the output shaft of the third power distribution gear box is connected with one end of the fourth flexible coupling, and the other end of the fourth flexible coupling is connected with the input shaft of the other first variable pitch propeller; power is transmitted to the other first variable pitch propeller and drives the other first variable pitch propeller to rotate and generate forward thrust.

[0034] The single-shaft single-blade reduction gear box comprises a first bevel gear and a second bevel gear, and mainly plays a power transmission role; the power of the two fuel engines is transmitted to the vertical clamping rod type solid shaft single-blade rotor located above through the meshing of the first bevel gear and the second bevel gear, and the second bevel gear is fixedly connected with the vertical clamping rod type solid shaft single-blade rotor.

[0035] Further, the single-blade rotor assembly is two vertical clamping rod solid shaft single-blade rotors, and the propulsion assembly includes two second variable pitch propellers; the two vertical clamping rod solid shaft single-blade rotors are arranged in series, and when taking off and landing vertically, the two vertical clamping rod solid shaft single-blade rotors rotate in opposite directions, thereby offsetting the reverse torque caused by rotation; two rotor clamping devices are arranged on the main body of the fuselage, respectively, for clamping the vertical clamping rod solid shaft single-blade rotors; and the two second variable pitch propellers are arranged on the wings on both sides of the main body of the fuselage, for providing forward flight thrust when the aircraft is cruising in the air.

[0036] Further, the power system includes three power distribution gearboxes, six flexible couplings, four clutches, two single-shaft single-propeller reduction gearboxes, and two turboshaft engines.

[0037] The two turboshaft engines are respectively installed at the leading edge wing end positions of the wings on both sides, and are driven by the two fuel tanks to operate at high speed;

[0038] The output shaft of one turboshaft engine on one side is connected to the input shaft of the first power distribution gearbox, the output shaft of the first power distribution gearbox is connected to the first flexible coupling, the first flexible coupling is also connected to and drives rotation of the second variable pitch propeller located in front; the other output shaft of the first power distribution gearbox is connected to one end of the second flexible coupling, and transmits power to the second power distribution gearbox located at the top center position;

[0039] The output shaft of one turboshaft engine on the other side is connected to the input shaft of the third power distribution gearbox, the output shaft of the third power distribution gearbox is connected to the third flexible coupling, the third flexible coupling is also connected to and drives rotation of the other second variable pitch propeller located in front; the output shaft of the third power distribution gearbox is connected to one end of the fourth flexible coupling, and transmits power to the second power distribution gearbox located at the top center position;

[0040] The output shaft of the second power distribution gearbox is connected to one end of the fifth flexible coupling through the clutch, and the other end of the fifth flexible coupling is connected to the single-shaft single-propeller reduction gear; the power is transmitted to the single-shaft single-propeller reduction gearbox in front, and finally the power is transmitted to the vertical clamping rod solid shaft single-blade rotor at the front end of the fuselage through the single-shaft single-propeller reduction gearbox and drives rotation;

[0041] The other output shaft of the second power distribution gearbox is also connected with one end of the sixth flexible shaft through a clutch, and the other end of the sixth flexible shaft is connected with another single-shaft single-blade reduction gear; power is transmitted to another single-shaft single-blade reduction gearbox at the rear end of the machine body, and the power is transmitted to another vertical clamping rod type solid shaft single-blade rotor at the rear end of the machine body through the single-shaft single-blade reduction gearbox 44 and drives the rotation.

[0042] Further, the rotor in the single-blade rotor assembly comprises a counterweight, a rotating shaft, a hub, a blade and a horizontal clamping rod.

[0043] Further, the vertical take-off and landing fixed-wing aircraft also comprises a flight control, a lithium battery and a fuel tank; the lithium battery is located at the abdomen of the main body of the machine body and is used to provide electric energy for the rotor clamping device, the flight control and the homing downward driving device; the rotor clamping device and the homing downward driving device are controlled by the flight control to complete the set functions; the fuel tank is also located at the abdomen of the main body of the machine body and is used to provide energy support for the fuel engine in the power system.

[0044] Compared with the prior art, the utility model has the following remarkable advantages:

[0045] (1) The single-blade rotor type vertical take-off and landing fixed-wing aircraft does not need a runway during take-off and landing, can be suitable for various complex terrains, can directly adopt a pure fuel engine power system without the defect of short endurance, perfectly combines and inherits the long endurance of a traditional fixed-wing aircraft and the vertical take-off and landing of a traditional helicopter, and has fuel economy and high flight speed during cruising.

[0046] (2) The single-blade rotor type vertical take-off and landing fixed-wing aircraft has a power system, which is used to drive the single-blade rotor assembly to rotate, realize vertical take-off and landing and air hovering capacity, and drive the propelling assembly to work to provide forward flight power. The power system drives the single-blade rotor assembly and the propelling assembly to act together or separately under different working conditions, thereby saving energy and reducing the failure probability, and even if any one of the single-blade rotor assembly and the propelling assembly fails, the other one can still support the fixed-wing aircraft to complete the movement. Two power-rich fuel engines are arranged in the power system to drive. Even if one fuel engine fails and stops working, the other fuel engine can still work.

[0047] (3) The single-blade rotor type vertical take-off and landing fixed-wing aircraft belongs to a compound wing configuration and has the advantage of small "dead weight";

[0048] When the aircraft is vertically taking off and landing, the single-blade rotor assembly, the rotor clamping device, the rotor homing driving device and the propulsion assembly are "dead weight". When the aircraft is cruising in the air, only the single-blade rotor assembly, the rotor clamping device and the rotor homing driving device are "dead weight". Since the two fuel engines account for a large proportion of the weight and can be used in both the cruising in the air and the vertically taking off and landing, the two fuel engines are not "dead weight", thereby effectively reducing the "dead weight" when the aircraft is cruising in the air.

[0049] (4) The single-blade rotor type vertical take-off and landing fixed-wing aircraft improves the flight speed of the aircraft by using the "big horse pulling a small cart" type high-power fuel engine to drive the movement of the propulsion assembly when the aircraft is cruising in the air. Of course, the aircraft can also take off for a short distance to increase the range under the condition of allowing.

[0050] (5) The vertical lift type coaxial double-paddle single-blade rotor has no any movable parts on the single-blade rotor assembly, so that the reliability is improved.

[0051] (6) The vertical lift type coaxial double-paddle single-blade rotor utilizes the advantages of high aerodynamic efficiency, large load and strong wind resistance of the single-blade rotor, and the counterweight block at the front end of the rotor in the single-blade rotor assembly can be made into a water drop shape, so that the wind resistance is further reduced.

[0052] (7) The vertical lift type coaxial double-paddle single-blade rotor adopts the rotor clamping device, so that the single-blade rotor in the single-blade rotor assembly is clamped by the rotor clamping device when the aircraft is cruising in the air, the counterweight block of the single-blade rotor always faces forward and has a small windward area, and the resistance to forward flight is reduced to the minimum. The rotor clamping device has simple structure, small size and light weight, and can reliably clamp the single-blade rotor assembly. BRIEF DESCRIPTION OF DRAWINGS

[0053] Fig. 1 is a three-view and perspective view of a single-blade rotor type vertical take-off and landing fixed-wing aircraft using an oil-driven duct fan as forward thrust in the utility model, wherein (a) is a side view, (b) is a front view, (c) is a top view, and (d) is a perspective view;

[0054] Fig. 2 is an external main structure schematic diagram of a single-blade rotor type vertical take-off and landing fixed-wing aircraft using an oil-driven duct fan as forward thrust in the utility model;

[0055] Figure 3 is a kind of inside main structure sectional view of the utility model in one kind of vertical take-off fixed wing aircraft of single-blade rotor type with oil-driven ducted fan as forward thrust plus coaxial double-paddle;

[0056] Figure 4 is the first power system structure schematic diagram of the utility model in one kind of vertical take-off fixed wing aircraft of single-blade rotor type with oil-driven ducted fan as forward thrust plus coaxial double-paddle;Wherein, (a) is its power layout explosion diagram;(b) is its power layout solid drawing;

[0057] Figure 5 is the power layout main structure schematic diagram of the first power system in the utility model in one kind of vertical take-off fixed wing aircraft of single-blade rotor type with oil-driven ducted fan as forward thrust plus coaxial double-paddle, drives the movement of the first single-blade rotor component;Wherein, (a) is its power layout explosion diagram;(b) is its power layout solid drawing;

[0058] Figure 6 is the power layout main structure schematic diagram of the first power system in the utility model in one kind of vertical take-off fixed wing aircraft of single-blade rotor type with oil-driven ducted fan as forward thrust plus coaxial double-paddle, drives the movement of the first propelling component;Wherein, (a) is its power layout explosion diagram;(b) is its power layout solid drawing;

[0059] Figure 7 is the schematic diagram of the utility model in one kind of vertical take-off fixed wing aircraft of single-blade rotor type with oil-driven ducted fan as forward thrust plus coaxial double-paddle, when vertical take-off, utilizes coaxial counter paddle type double rotor to counteract the counter torque brought by rotation;

[0060] Figure 8 is the main structure schematic diagram of the utility model in one kind of vertical take-off fixed wing aircraft of single-blade rotor type with oil-driven ducted fan as forward thrust plus coaxial double-paddle, single-blade rotor homing upper drive device 10 and single-blade rotor homing lower drive device 11, respectively drive two "single-blade rotor" to return to initial position;Wherein, (a) is its solid drawing;(b) is its local enlarged view;(c) is its explosion diagram;

[0061] Figure 9 is the main structure schematic diagram of the utility model in one kind of vertical take-off fixed wing aircraft of single-blade rotor type with oil-driven ducted fan as forward thrust plus coaxial double-paddle, single-blade rotor homing lower drive device 11 drives horizontal clamp rod type solid axle single-blade rotor 2 to return to initial position;Wherein, (a) is its solid drawing;(b) is its local enlarged view;(c) is its explosion diagram;

[0062] Figure 10 is a main structure schematic diagram of the single-blade rotor returning to the initial position by the single-blade rotor homing up driving device 10 of the single-blade rotor type vertical take-off and landing fixed-wing aircraft using oil-driven ducted fan as forward thrust plus coaxial double-paddle in the utility model. Among them, (a) is its perspective view; (b) is its local enlarged view; (c) is its explosion view;

[0063] Figure 11 is a main structure schematic diagram of the coaxial double-paddle type reduction gear box 16 of the single-blade rotor type vertical take-off and landing fixed-wing aircraft using oil-driven ducted fan as forward thrust plus coaxial double-paddle in the utility model. Among them, (a) is its external perspective view; (b) is its internal perspective view;

[0064] Figure 12 is a main structure schematic diagram of the rotor holding clamp device 1 of the single-blade rotor type vertical take-off and landing fixed-wing aircraft using oil-driven ducted fan as forward thrust plus coaxial double-paddle in the utility model. Among them, (a) is its front perspective view; (b) is its explosion view;

[0065] Figure 13 is a main structure three-view and perspective view of the rotor holding clamp device 1 of the single-blade rotor type vertical take-off and landing fixed-wing aircraft using oil-driven ducted fan as forward thrust plus coaxial double-paddle in the utility model. Among them, (a) is its side view; (b) is its front view; (c) is its top view; (d) is its back perspective view;

[0066] Figure 14 is a structure schematic diagram of the first mounting base 30 in the rotor holding clamp device 1 of the single-blade rotor type vertical take-off and landing fixed-wing aircraft using oil-driven ducted fan as forward thrust plus coaxial double-paddle in the utility model;

[0067] Figure 15 is a structure schematic diagram of the rotor clamping rod 29 in the rotor holding clamp device 1 of the single-blade rotor type vertical take-off and landing fixed-wing aircraft using oil-driven ducted fan as forward thrust plus coaxial double-paddle in the utility model;

[0068] Figure 16 is a schematic diagram of four specially designed angles formed by the second self-locking reduction motor 31 on the rotor holding clamp device 1 of the single-blade rotor type vertical take-off and landing fixed-wing aircraft using oil-driven ducted fan as forward thrust plus coaxial double-paddle in the utility model, which drives the two rotor clamping rods 37 on the left and right sides. Among them,

[0069] (a) is a schematic diagram of the two rotor clamping rods 29 on the left and right sides forming a 0-degree angle with each other; (b) is a schematic diagram of the two rotor clamping rods 29 on the left and right sides forming a 60-degree angle with each other; (c) is a schematic diagram of the two rotor clamping rods 29 on the left and right sides forming a 120-degree angle with each other; (d) is a schematic diagram of the two rotor clamping rods 29 on the left and right sides forming a 180-degree angle with each other;

[0070] Figure 17 is a schematic diagram of the main structure of the horizontal clamp type solid shaft single-blade rotor 2 of a vertical take-off and landing fixed-wing aircraft that utilizes a ducted fan for forward thrust and coaxial twin-propeller single-blade rotor for forward thrust. (a) is its sectional view; (b) is its perspective view.

[0071] Figure 18 is a schematic diagram of the main structure of the horizontal clamp type hollow shaft single-blade rotor 3 of a vertical take-off and landing fixed-wing aircraft that utilizes a ducted fan for forward thrust and a coaxial twin-propeller single-blade rotor for forward thrust. (a) is its sectional view; (b) is its perspective view.

[0072] Figure 19 is a schematic diagram of the clamping process of the rotor clamping device 1 in a coaxial twin-propeller single-blade fixed-wing aircraft that utilizes a ducted fan for forward thrust and a coaxial twin-propeller single-blade rotor for vertical takeoff and landing according to this utility model. Figure One Among them, (a) is a schematic diagram of the two rotor clamping rods 29 on the left and right sides tightly holding the horizontal clamping rod when they form a 0-degree angle with each other; (b) is a partial enlarged view of the two rotor clamping rods 29 on the left and right sides tightly holding the horizontal clamping rod when they form a 0-degree angle with each other; (c) is a schematic diagram of the horizontal clamping rod being able to swing slightly left and right when the two rotor clamping rods 29 on the left and right sides form a 60-degree angle with each other; and (d) is a partial enlarged view of the horizontal clamping rod being able to swing slightly left and right when the two rotor clamping rods 29 on the left and right sides form a 60-degree angle with each other.

[0073] Figure 20 is a schematic diagram of the clamping process of the rotor clamping device 1 in a coaxial twin-propeller single-blade fixed-wing aircraft that utilizes a ducted fan for forward thrust and a coaxial twin-propeller single-blade rotor for vertical takeoff and landing according to this utility model. Figure Two Among them, (a) is a schematic diagram showing the horizontal clamp rod swinging significantly left and right when the two rotor clamping rods 29 on the left and right sides form a 120-degree angle with each other; (b) is a magnified partial view showing the horizontal clamp rod swinging significantly left and right when the two rotor clamping rods 29 on the left and right sides form a 120-degree angle with each other; (c) is a schematic diagram showing the horizontal clamp rod completely released when the two rotor clamping rods 29 on the left and right sides form a 180-degree angle with each other; and (d) is a magnified partial view showing the horizontal clamp rod completely released when the two rotor clamping rods 29 on the left and right sides form a 180-degree angle with each other.

[0074] Figure 21 is a schematic diagram of three aileron drive devices on a coaxial twin-propeller single-blade rotor vertical take-off and landing fixed-wing aircraft that uses a ducted fan for forward thrust and a coaxial twin-propeller single-blade rotor for forward thrust.

[0075] Figure 22 is a schematic diagram of a flap drive device on a vertical take-off and landing fixed-wing aircraft that uses a ducted fan for forward thrust and a coaxial twin-propeller single-blade rotor for thrust.

[0076] Figure 23 is a schematic diagram of an elevator drive device for a vertical take-off and landing fixed-wing aircraft that uses a hydraulically powered ducted fan for forward thrust and a coaxial twin-propeller single-blade rotor for thrust.

[0077] Figure 24 is a schematic diagram of a rudder drive device on a coaxial twin-propeller single-blade rotor vertical take-off and landing fixed-wing aircraft that uses a ducted fan for forward thrust and coaxial twin-propeller single-blade rotor for forward thrust in this utility model.

[0078] Figure 25 is a working state diagram of a vertical take-off and landing fixed-wing aircraft of this utility model that uses a ducted fan for forward thrust and a coaxial twin-propeller single-blade rotor for vertical take-off and landing, preparing for take-off at the departure point and hovering in mid-air while slowly flying forward.

[0079] (a) The two rotor clamping devices 1 are in a state of tightly gripping the horizontal clamping bar and are in the initial state of waiting for takeoff on the ground;

[0080] (b) The two rotor clamping devices 1 on it are in a state of being completely released from the horizontal clamping rod, and the flap 36 is also deflected downward to a 90-degree position, but the horizontal clamping rod type solid shaft single-blade rotor 2 and the horizontal clamping rod type hollow shaft single-blade rotor 3 on its top begin to rotate slowly in a coaxial counter-rotating manner.

[0081] (c) Its flaps 36 are still deflected downwards to a 90-degree position, but the top horizontal clamp type solid shaft single-blade rotor 2 and horizontal clamp type hollow shaft single-blade rotor 3 are coaxially reverse-rotating at high speed and hovering in mid-air, while the two oil-powered ducted fans 7 on the left and right begin to generate thrust and slowly propel the entire aircraft forward.

[0082] (d) It continues to hover in mid-air, and the flap 36 begins to deflect upward to a 45-degree position. At this moment, the two oil-powered ducted fans 7 have generated a large thrust. As the speed increases, the wings gradually generate lift, and the top horizontal clamp type solid shaft single-blade rotor 2 and horizontal clamp type hollow shaft single-blade rotor 3 gradually stop rotating.

[0083] Figure 26 is a diagram of the working state of a fixed-wing vertical take-off and landing aircraft of this utility model, which uses a ducted fan for forward thrust and a coaxial twin-propeller single-blade rotor for vertical take-off and landing, after entering high-speed flight and reaching the destination airspace to prepare for deceleration.

[0084] (a) The flap 36 on it begins to deflect upward to the 0-degree position. After the wing generates sufficient lift, the top solid shaft single-blade rotor 2 and hollow shaft single-blade rotor 3 have completely stopped rotating and are held and locked by the rotor clamping device 1. Meanwhile, the two oil-powered ducted fans 7 generate a strong forward thrust, propelling the aircraft into a high-speed flight working state.

[0085] (b) The flaps 36 on it begin to deflect upward to the 0-degree position, and the two oil-powered ducted fans 7 begin to reduce thrust, allowing the aircraft to slowly decelerate and fly.

[0086] (c) The flap 36 on it is slowly deflected downward to a position of 90 degrees. Although it has entered a low-speed flight state, the wing still has enough lift to continue flying to the destination. The two rotor clamping devices 1 are slowly released. The working state of the horizontal clamping rod on the solid shaft single-blade rotor 2 and the hollow shaft single-blade rotor 3.

[0087] (d) When the speed has been reduced to the minimum, the wing still has a large lift force to keep it hovering over the destination. The two rotor clamping devices 1 on it are in the state of being completely released from the cross clamp. The cross clamp type solid shaft single-blade rotor 2 and the cross clamp type hollow shaft single-blade rotor 3 at the top of it begin to rotate slowly in a coaxial counter-rotating manner.

[0088] Figure 27 is a diagram of the working state of a vertical take-off and landing fixed-wing aircraft of this utility model, which uses a ducted fan for forward thrust and a coaxial twin-propeller single-blade rotor for vertical take-off and landing, after entering high-speed flight and reaching the destination airspace to prepare for deceleration.

[0089] (a) When it hovers over the destination, the top solid shaft single-blade rotor 2 and the hollow shaft single-blade rotor 3 rotate coaxially and in reverse at high speed and hover in mid-air, while the two oil-powered ducted fans 7 on the left and right begin to slowly stop working.

[0090] (b) The top solid shaft single-blade rotor 2 and hollow shaft single-blade rotor 3 of the horizontal clamp rod begin to decelerate and descend slowly, while the two oil-powered ducted fans 7 on the left and right begin to slowly stop working.

[0091] (c) It is the working state when it has just landed on the ground, and the top horizontal clamping rod type solid shaft single-blade rotor 2 and horizontal clamping rod type hollow shaft single-blade rotor 3 have stopped rotating, and the flap 36 has also deflected upward to the 90-degree position.

[0092] (d) It has landed on the ground and is ready for its next flight. The top solid shaft single-blade rotor 2 and the hollow shaft single-blade rotor 3 have stopped rotating, and the two rotor clamping devices 1 are in a working state of tightly holding the cross clamp.

[0093] Figure 28 is a three-view drawing and a perspective view of a vertical take-off and landing fixed-wing aircraft that utilizes a first variable-pitch propeller for forward thrust and a single-shaft, single-propeller, single-blade rotor for vertical take-off and landing according to this utility model. (a) is its side view; (b) is its front view; (c) is its top view; and (d) is its perspective view.

[0094] Figure 29 is a schematic diagram of the main external structure of a fixed-wing vertical take-off and landing aircraft that utilizes a medium-sized variable-pitch propeller for forward thrust and a single-shaft, single-propeller, single-blade rotor.

[0095] Figure 30 is a cross-sectional view of the main internal structure of a vertical take-off and landing fixed-wing aircraft that utilizes a first (medium-sized) variable-pitch propeller as forward thrust and a single-shaft, single-propeller, single-blade rotor.

[0096] Figure 31 is a schematic diagram of the second power system of a single-shaft, single-propeller, single-blade rotor vertical takeoff and landing fixed-wing aircraft according to this utility model, which utilizes a medium-sized variable-pitch propeller for forward thrust. (a) is an exploded view of its power layout; (b) is a three-dimensional view of its power layout.

[0097] Figure 32 is a schematic diagram of the main structure of the power layout driving the motion of the second single-bladed rotor assembly in the second power system of a single-shaft, single-propeller, single-bladed vertical take-off and landing fixed-wing aircraft that utilizes a medium-sized variable-pitch propeller as forward thrust and a single-shaft, single-propeller, single-bladed rotor. (a) is an exploded view of its power layout; (b) is a three-dimensional view of its power layout.

[0098] Figure 33 is a schematic diagram of the main structure of the power layout driving the motion of the second propulsion component in the second power system of a single-shaft, single-propeller, single-blade rotor vertical take-off and landing fixed-wing aircraft that utilizes a medium-sized variable-pitch propeller as forward thrust. (a) is an exploded view of the power layout; (b) is a three-dimensional view of the power layout.

[0099] Figure 34 is a schematic diagram of a fixed-wing aircraft with vertical take-off and landing that uses a medium-sized variable-pitch propeller as forward thrust and a single-shaft, single-propeller, single-blade rotor as a propeller. During vertical take-off and landing, the tail-mounted electric ducted fan is used to counteract the anti-torque caused by the rotation of the single rotor.

[0100] Figure 35 is a schematic diagram of the main structure of a single-blade rotor return drive device 11 driving a vertical clamping rod type solid shaft single-blade rotor 39 in a fixed-wing vertical take-off and landing aircraft that utilizes a medium-sized variable-pitch propeller as forward thrust and a single-shaft single-propeller single-blade rotor for forward thrust. (a) is its perspective view; (b) is its enlarged partial view; and (c) is its exploded view.

[0101] Figure 36 is a schematic diagram of the main structure of the single-shaft, single-propeller reduction gearbox 43 of a single-shaft, single-blade rotor vertical take-off and landing fixed-wing aircraft that utilizes a medium-sized variable-pitch propeller for forward thrust. (a) is its external perspective view; (b) is its internal perspective view.

[0102] Figure 37 is a schematic diagram of the vertical clamping rod type solid shaft single-blade rotor 39 of a vertical take-off and landing fixed-wing aircraft that utilizes a medium-sized variable-pitch propeller for forward thrust and a single shaft, single propeller, and single blade rotor for thrust. (a) is its sectional view; (b) is its perspective view.

[0103] Figure 38 is a schematic diagram of how a rotor clamping device 1 of a single-shaft, single-propeller, single-blade rotor vertical take-off and landing fixed-wing aircraft using a medium-sized variable-pitch propeller for forward thrust clamps clamps and releases the vertical clamp rods on the solid shaft single-blade rotor 39. (a) is a schematic diagram showing the entire rotor clamping device 1 tightly clamping the vertical clamp rod when the two rotor clamping rods 29 on the left and right sides form a 0-degree angle with each other; (b) is a partially enlarged view showing the rotor clamping rod tightly clamping the vertical clamp rod when the two rotor clamping rods 29 on the left and right sides form a 0-degree angle with each other.

[0104] (c) is a schematic diagram showing the vertical clamp rod swinging slightly left and right when the two rotor clamping rods 29 on the left and right sides form a 60-degree angle with each other; (d) is a magnified view of the vertical clamp rod swinging slightly left and right when the two rotor clamping rods 29 on the left and right sides form a 60-degree angle with each other.

[0105] Figure 39 is a schematic diagram of a rotor clamping device 1 of a single-shaft, single-propeller, single-blade vertical takeoff and landing fixed-wing aircraft using a medium-sized variable-pitch propeller for forward thrust, illustrating how it clamps and releases the vertical clamping rods on the solid shaft single-blade rotor 39. (a) is a schematic diagram showing the vertical clamping rod swinging significantly left and right when the two rotor clamping rods 29 on the left and right sides form a 120-degree angle with each other; (b) is a partially enlarged view showing the vertical clamping rod swinging significantly left and right when the two rotor clamping rods 29 on the left and right sides form a 120-degree angle with each other; (c) is a schematic diagram showing the vertical clamping rod completely released when the two rotor clamping rods 29 on the left and right sides form a 180-degree angle with each other; and (d) is a partially enlarged view showing the vertical clamping rod completely released when the two rotor clamping rods 29 on the left and right sides form a 180-degree angle with each other.

[0106] Figure 40 shows the three-view and perspective view of a vertical take-off and landing fixed-wing aircraft that utilizes a second (large) variable-pitch propeller for forward thrust and features a tandem twin-rotor single-blade rotor. (a) is its side view; (b) is its front view; (c) is its top view; and (d) is its perspective view.

[0107] Figure 41 is a schematic diagram of the main external structure of a vertical take-off and landing fixed-wing aircraft that utilizes a second (large) variable-pitch propeller for forward thrust and is equipped with a tandem twin-rotor single-blade rotor.

[0108] Figure 42 is a cross-sectional view of the main internal structure of a vertical take-off and landing fixed-wing aircraft that utilizes a second (large) variable-pitch propeller for forward thrust and is equipped with a tandem twin-rotor single-blade rotor.

[0109] Figure 43 is a schematic diagram of the third power system structure of a vertical take-off and landing fixed-wing aircraft that utilizes a second (large) variable-pitch propeller for forward thrust and a tandem twin-rotor single-blade rotor for thrust. In this figure, (b) is an exploded view of its power system layout; (b) is a three-dimensional view of its power system layout.

[0110] Figure 44 is a schematic diagram of the structure of the third power system driving the motion of the third single-bladed rotor assembly in a tandem twin-rotor single-bladed rotor vertical take-off and landing fixed-wing aircraft that utilizes a second (large) variable-pitch propeller as forward thrust. (a) is an exploded view of its power layout; (b) is a three-dimensional view of its power layout.

[0111] Figure 45 is a schematic diagram of the structure driving the motion of the third propulsion component in the third power system of a tandem twin-rotor single-blade vertical take-off and landing fixed-wing aircraft that utilizes a second (large) variable-pitch propeller as forward thrust. (a) is an exploded view of its power layout; (b) is a three-dimensional view of its power layout.

[0112] Figure 46 is a schematic diagram of a vertical take-off and landing fixed-wing aircraft of the present invention, which uses a second (large) variable pitch propeller as forward thrust and a tandem double rotor single-blade rotor for vertical take-off and landing, and uses the front and rear tandem double rotors to counteract each other to cancel the anti-torque caused by rotation during vertical take-off and landing.

[0113] Figure Labels

[0114] 1- Rotor clamping device; 2- Transverse clamp type solid shaft single-blade rotor; 3- Transverse clamp type hollow shaft single-blade rotor; 4- Rudder drive device; 5- Elevator drive device; 6- Main fuselage; 7- Hydraulic ducted fan; 8- Flap drive device; 10- Single-blade rotor return upper drive device; 11- Single-blade rotor return lower drive device; 12- Flight control; 13- Lithium battery; 14- Fuel tank; 16- Coaxial twin-propeller reduction gearbox; 17- Power distribution gearbox; 18- Flexible coupling; 19- Clutch; 20- Internal combustion engine; 21- Reduction gearbox; 22- Synchronous belt; 23- Synchronous pulley, 24-First self-locking geared motor, 25-Upper bevel gear, 26-First bevel gear, 27-Second bevel gear, 28-First shaft, 29-Rotor clamping rod, 30-First mounting base, 31-Second self-locking geared motor, 32-Servo motor, 33-Servo motor arm, 34-First connecting rod, 35-Second connecting rod, 36-Flap, 37-Elevator, 38-Rudder, 39-Vertical clamp type solid shaft single-blade rotor, 40-Electric ducted fan, 41-First variable pitch propeller, 44-Single shaft single-blade reduction gearbox, 45-Second variable pitch propeller, 48-Turboshaft engine. Detailed Implementation

[0115] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only a part of the embodiments of the present utility model, and not all of them. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0116] Combination Figures 1-46 The present invention discloses a single-bladed rotor vertical take-off and landing fixed-wing aircraft, including a fuselage body, a single-bladed rotor assembly, a rotor clamping device, a return drive device, an aileron drive device, a power system and a propulsion assembly;

[0117] The single-bladed rotor assembly passes through the main fuselage and connects to the power system, enabling the aircraft to achieve vertical takeoff and landing and hovering in the air.

[0118] The rotor clamping device is installed on the vertical tail frame of the fuselage and is used to clamp or release the single-blade rotor assembly.

[0119] The return drive unit, connected to the power system, is used to drive the single-bladed rotor assembly back to its initial position.

[0120] The aileron drive unit is installed on the tail and sides of the main fuselage to assist the aircraft in performing dive, turn and climb maneuvers.

[0121] The power system, installed on the main fuselage, is used to drive the movement of the single-bladed rotor assembly;

[0122] The propulsion assembly is mounted on the fuselage and is used to provide forward thrust.

[0123] Taking the aircraft in Embodiment 1 below as an example, it employs two first single-bladed rotor assemblies (including a horizontally clamped solid-shaft single-bladed rotor 2 and a horizontally clamped hollow-shaft single-bladed rotor 3), primarily used to achieve vertical takeoff and landing and hovering capabilities. The propulsion assembly is equipped with two oil-powered ducted fans 7, which provide strong forward propulsion during air cruise. The two backup fuel engines can simultaneously or individually provide strong initial power to the horizontally clamped solid-shaft single-bladed rotor 2 and the horizontally clamped hollow-shaft single-bladed rotor 3, or to the two oil-powered ducted fans 7. During air cruise, the aircraft can also utilize flaps 36, elevators 37, and rudders 38 to perform horizontal flight, turning, climbing, and descending maneuvers. It combines the advantages of both conventional helicopters and conventional fixed-wing aircraft, making it a high-speed, long-range, safe, reliable, and vertically takeoff and landing flight platform.

[0124] Example 1

[0125] Combination Figure 1 , Figure 2 , Figure 3 , Figure 4 , Figure 5 , Figure 6 , Figure 7 This embodiment describes a vertical takeoff and landing fixed-wing aircraft that utilizes a ducted fan for forward thrust and a coaxial twin-propeller single-blade rotor.

[0126] Figure 1 In the middle, it is a compact vertical takeoff and landing fixed-wing aircraft that can carry two people. Its vertical takeoff and landing power layout is very similar to that of a typical coaxial counter-rotor twin-rotor helicopter. Both use the coaxial counter-rotor twin rotors on the top of the fuselage to counteract each other and cancel out the counter torque caused by rotation.

[0127] In Figure 2, the external structure of a vertical takeoff and landing fixed-wing aircraft using a ducted fan for forward thrust and a coaxial twin-propeller single-blade rotor in this embodiment mainly includes: two rotor clamping devices 1, two first single-blade rotor assemblies (including a solid shaft single-blade rotor with a horizontal clamp 2 and a hollow shaft single-blade rotor with a horizontal clamp 3), three aileron drive devices (including a rudder drive device 4, two elevator drive devices 5, and two flap drive devices 8), a fuselage body 6, and a first propulsion assembly (including two ducted fans 7).

[0128] Two rotor clamping devices 1 are located at the front end of the vertical tail frame of the fuselage body 6. They are used to clamp or release the horizontal clamps at the tips of the blades of the two first single-bladed rotor assemblies (i.e., one horizontal clamp type solid shaft single-bladed rotor 2 and one horizontal clamp type hollow shaft single-bladed rotor 3) on the fuselage body 6. The coaxial counter-rotating first single-bladed rotor assemblies can realize the aircraft's vertical take-off and landing, hovering and other functions. Two oil-powered ducted fans 7 are installed above the wings on the left and right sides of the fuselage body 6 to provide strong forward thrust when the aircraft is in flight. Three aileron drive devices (i.e., one rudder drive device 4, two elevator drive devices 5, and two flap drive devices 8) are installed on the tail and sides of the fuselage body 6 to assist the aircraft in completing other high-difficulty flight maneuvers such as diving, turning and climbing.

[0129] Figure 3 This embodiment describes a vertical takeoff and landing fixed-wing aircraft utilizing a ducted fan for forward thrust and a coaxial twin-propeller single-bladed rotor. Its internal structure mainly includes: a first power system, a single-bladed rotor return upper drive device 10, a single-bladed rotor return lower drive device 11, a flight controller 12, a lithium battery 13, and a fuel tank 14. The lithium battery 13 is located in the underside of the fuselage 6 (or concealed within the wing), primarily providing power to the rotor clamping device 1, flight controller 12, single-bladed rotor return upper drive device 10, single-bladed rotor return lower drive device 11, and other electronic equipment. The rotor clamping device 1, single-bladed rotor return upper drive device 10, single-bladed rotor return lower drive device 11, and other electronic equipment are all controlled by the flight controller 12 to perform their set functions. The fuel tank 14 is also located in the underside of the fuselage 6 (or concealed within the wing), providing sufficient energy support for the two fuel engines 20 in the first power system.

[0130] like Figure 4 , Figure 5 , Figure 6 As shown, the power source for the first power system is entirely provided by two fuel engines 20.

[0131] In Figure 4, the first power system includes a coaxial twin-propeller reduction gearbox 16, three power distribution gearboxes 17, two flexible couplings 18, six clutches 19, two fuel engines 20, two reduction gearboxes 21, a timing belt 22 and two timing pulleys 23.

[0132] Two fuel engines 20 are mounted side by side in the middle of the fuselage body 6 to provide power to the power system;

[0133] The front output shafts of the two internal combustion engines 20 are respectively connected to the rear input shafts of the two reduction gearboxes 21. Their function is to reduce the rotational speed of the internal combustion engines 20, because the power is ultimately transmitted to the first single-bladed rotor assembly at the top of the fuselage body 6, and if the tip speed is too high, it will reduce the vertical lift. The front output shafts of the two reduction gearboxes 21 are respectively connected to two clutches 19, and each clutch 19 is connected to a synchronous pulley 23. The two synchronous pulleys 21 are connected by a synchronous belt 22. By switching the disengagement and engagement states of the two clutches 19, four power outputs from the front output shafts of the two internal combustion engines 20 can be controlled.

[0134] The rear input shaft of the third clutch 19 is then fixedly connected to the output shaft of the upper synchronous pulley 23. The output shaft of the front end of this clutch 19 is connected to the rear input shaft (i.e., the first bevel gear 26) of the upper coaxial twin-propeller reduction gearbox 16. The upper "hollow output shaft" (i.e., the upper bevel gear 25) of this coaxial twin-propeller reduction gearbox 16 is connected to the lower hollow rotating shaft of the upper horizontal clamp-type hollow shaft single-blade rotor 3; its other upper "solid output shaft" (i.e., the second bevel gear 27) is connected to the lower solid rotating shaft of the upper horizontal clamp-type solid shaft single-blade rotor 2; finally, the power is transmitted to the upper first single-blade rotor assembly, driving both to rotate rapidly in a coaxial counter-rotating manner to generate vertical lift.

[0135] The rear input shaft of the fourth clutch 19 is fixedly connected to the output shaft of the lower synchronous pulley 23, and the front output shaft of this clutch 19 is connected to the rear input shaft of the lower power distribution gearbox 17.

[0136] The left output shaft of the power distribution gearbox 17 is then connected to the input shaft of the fifth clutch 19. One end of the first flexible coupling 18 is connected to the output shaft of the fifth clutch 19, and the other end is connected to the input shaft of the left power distribution gearbox 17. The output shaft of the power distribution gearbox 17 is finally connected to the input shaft of the left hydraulic ducted fan 7, ultimately transmitting power to the left hydraulic ducted fan 7 and driving its impeller to rotate at ultra-high speed to generate forward thrust.

[0137] Then, the right output shaft of the power distribution gearbox 17 is connected to the input shaft of the sixth clutch 19. One end of the second flexible coupling 18 is connected to the output shaft of the sixth clutch 19, and the other end is connected to the input shaft of the right power distribution gearbox 17. Finally, the output shaft of the power distribution gearbox 17 is connected to the input shaft of the right hydraulic ducted fan 7, ultimately transmitting power to the right hydraulic ducted fan 7 and driving its impeller to rotate at ultra-high speed to generate forward thrust.

[0138] The lengths of the two flexible couplings 24 mentioned above are selected according to the required space distance.

[0139] The front output shafts of the two internal combustion engines 20 are first connected to reduction gearboxes 21 and then to clutches 19. Clutches 19 are connected to synchronizer pulleys 21. These two synchronizer pulleys 21 are also connected by a synchronizer belt 22. By switching the disengagement and engagement states of the two clutches 19, four power outputs from the front output shafts of the two internal combustion engines 20 can be controlled: 1) both front output shafts of the two internal combustion engines 20 output power simultaneously; 2) both front output shafts of the two internal combustion engines 20 output no power simultaneously; 3) only the front output shaft of the upper internal combustion engine 20 outputs power, while the lower internal combustion engine 20 is in an idle state; 4) only the front output shaft of the lower internal combustion engine 20 outputs power, while the upper internal combustion engine 20 is in an idle state.

[0140] In Figure 7, the single-bladed rotor vertical takeoff and landing (VTOL) fixed-wing aircraft utilizes coaxial counter-rotating rotor assemblies to counteract the anti-torque generated by rotation during VTOL. The first single-bladed rotor assemblies are mounted on top of each other in a top-bottom arrangement: one is a solid-shaft single-bladed rotor 2 with a horizontal clamp, and the other is a hollow-shaft single-bladed rotor 3 with a horizontal clamp. The solid rotation shaft of the solid-shaft single-bladed rotor 2 is directly inserted into the hollow rotation shaft of the hollow-shaft single-bladed rotor 3 from top to bottom. During operation, one rotates clockwise and the other counter-clockwise, sharing a common "rotation axis." This is a common coaxial counter-rotating twin-rotor VTOL scheme that is compact yet has a high payload capacity. During flight, two oil-powered ducted fans 7 located above the wings on either side of the fuselage 6 generate strong thrust, propelling the entire aircraft forward.

[0141] Combination Figure 8 , Figure 9 , Figure 10 , Figure 11In this embodiment, the first single-bladed rotor assembly on top of a coaxial twin-propeller vertical takeoff and landing fixed-wing aircraft, which utilizes a hydraulically powered ducted fan for forward thrust and a coaxial twin-propeller single-bladed rotor for forward thrust, returns to its initial position under the drive of the single-bladed rotor return-to-position drive device 10 and the single-bladed rotor return-to-position drive device 11. This ensures that one end of the counterweight on each of the two single-bladed rotors always faces forward to reduce forward drag, while the crossbar at the tip of the blade always faces backward. This facilitates the clamping of the crossbar by the two rotor clamping devices 1, securing the first single-bladed rotor assembly to the vertical tail fin frame and preventing back-and-forth swinging, thus reducing air resistance.

[0142] Figure 9 In this design, the single-blade rotor return drive device 11 actively returns the horizontal clamp-type solid shaft single-blade rotor 2 to its initial position. The single-blade rotor return drive device 11 includes a clutch 19 and a first self-locking geared motor 24. The solid rotating shaft of the horizontal clamp-type solid shaft single-blade rotor 2 is first inserted directly into the hollow rotating shaft of the horizontal clamp-type hollow shaft single-blade rotor 3 from top to bottom. It then passes directly through the coaxial dual-propeller reduction gearbox 16 located below (connected to the second bevel gear 27 to form a rigid whole), and is connected to the output shaft of the clutch 19 below. The input shaft of this clutch 19 is then engaged with the first self-locking geared motor 24 below. The function of the first self-locking geared motor 24 is to drive the upper horizontal clamp-type solid shaft single-blade rotor 2 to rotate slowly clockwise or counterclockwise, and to lock it at any angle.

[0143] Figure 10 In this system, the single-blade rotor return drive 10 actively returns the horizontal clamp-type hollow shaft single-blade rotor 3 to its initial position. The single-blade rotor return drive 10 includes a clutch 19, a first self-locking geared motor 24, a synchronous belt 22, and two synchronous pulleys 23.

[0144] The hollow rotating shaft of the horizontal clamp-type hollow shaft single-blade rotor 3 is first fitted with a synchronous pulley 23 located at the middle "journal" of the hollow rotating shaft, and the two are fixed together to form a rigid whole. Then, it is directly inserted from top to bottom into the coaxial twin-propeller reduction gearbox 16 located below (the small lower end "shaft head" of its hollow rotating shaft is connected to the upper bevel gear 25 in the reduction gearbox 16 to form a rigid whole), and the large upper end of its hollow rotating shaft (near the lower part of the rotor hub) is mounted on the frame of the fuselage body 6. Next, the synchronous pulley 23 on the hollow rotating shaft is connected to another synchronous pulley 23 through a synchronous belt 22, and the other synchronous pulley 23 is directly mounted on the output shaft of a first self-locking geared motor 24 located above. The function of the first self-locking geared motor 24 is to drive the upper horizontal clamp-type hollow shaft single-blade rotor 3 to rotate slowly clockwise or counterclockwise, and it can lock at any angle.

[0145] Figure 11 is a schematic diagram of the coaxial twin-propeller reduction gearbox 16. The coaxial twin-propeller reduction gearbox 16 includes an upper bevel gear 25, a first bevel gear 26, and a second bevel gear 27, primarily serving the function of power transmission. Through the meshing of the upper bevel gear 25, the first bevel gear 26, and the second bevel gear 27, the power of the two fuel engines 20 is transmitted to the upper first single-blade rotor assembly. During installation, the housing of the coaxial twin-propeller reduction gearbox 16 is first fixed to the central frame of the fuselage body 6 with screws, forming a rigid integral with the fuselage body 6. Then, the hollow rotating shaft of the horizontal clamp-type hollow shaft single-blade rotor 3 passes directly through the lower coaxial twin-propeller reduction gearbox 16 from top to bottom, and connects with the internal second bevel gear 27 to form a rigid integral unit. Then, the lower end of the hollow rotating shaft of the folding-bar type hollow shaft single-blade rotor 3 is inserted from top to bottom into the coaxial twin-propeller reduction gearbox 16, and fixedly connected with the upper bevel gear 25 inside to form a rigid whole. Next, the solid rotating shaft of the horizontal clamp type solid shaft single-blade rotor 2 is directly inserted from top to bottom into the hollow rotating shaft of the horizontal clamp type hollow shaft single-blade rotor 3, and fixedly connected with the second bevel gear 27 inside to form a rigid whole. When the first bevel gear 26 simultaneously drives the upper bevel gear 25 and the second bevel gear 27 to rotate, it will also cause the horizontal clamp type solid shaft single-blade rotor 2 and the horizontal clamp type hollow shaft single-blade rotor 3 to rotate rapidly in a coaxial counter-rotating manner.

[0146] Combination Figure 12 , Figure 13 , Figure 14 , Figure 15 , Figure 16This embodiment describes a rotor clamping device 1 for a coaxial twin-propeller single-blade vertical takeoff and landing fixed-wing aircraft that utilizes a hydraulically powered ducted fan for forward thrust. Its main function is to clamp or release the horizontal clamps on the first single-blade rotor assembly (referring to the horizontal clamp type solid shaft single-blade rotor and the horizontal clamp type hollow shaft single-blade rotor). When the aircraft is cruising in the air, the horizontal clamps on the first single-blade rotor assembly are clamped to prevent the horizontal clamp type solid shaft single-blade rotor and the horizontal clamp type hollow shaft single-blade rotor from swinging back and forth, thus reducing air resistance. When the aircraft takes off or lands, the horizontal clamps on the first single-blade rotor assembly can be released. Subsequently, the two hydraulically powered ducted fans 7 drive the first single-blade rotor assembly to rotate coaxially in a counter-rotating manner, thereby achieving vertical takeoff and landing and hovering of the aircraft.

[0147] In Figure 12, the main structure of the rotor clamping device 1 includes two first rotating shafts 28, two rotor clamping rods 29, a first mounting base 30, and two second self-locking geared motors 31. Figure 13 shows its three-view drawing and perspective view.

[0148] like Figure 14 , Figure 15 As shown, the first mounting base 30 and the rotor clamping rod 29 are important components of the rotor clamping device 1. The first mounting base 30 has a "base body", four "small bosses" and four "fixing holes", and each of the four "small bosses" has a "shaft hole". The rotor clamping rod 29 also has a "shaft hole" and a "semi-circular groove". The "semi-circular groove" is for better clamping and fixing the cross clamping rod on the first single-blade rotor assembly. The four "fixing holes" of the first mounting base 30 are screw holes, which can directly fix the entire rotor clamping device 1 to the frame of the vertical tail fin at the rear of the fuselage body 6. The second self-locking geared motor 31 is fixed to the frame of the vertical tail fin of the fuselage body 6;

[0149] First, align the "shaft hole" on the right rotor clamping rod 29 and insert it between the "shaft holes" of the two "small bosses" on the right side of the first mounting base 30. Then, insert the right first rotating shaft 28 from top to bottom into the "shaft holes" of both. The lower end of the right first rotating shaft 28 is connected to the output shaft of the right second self-locking geared motor 31. Then, make the right rotor clamping rod 29 and the right first rotating shaft 28 fit tightly together to form a rigid whole. In this way, the right second self-locking geared motor 31 can drive the right rotor clamping rod 29 to deflect to the left or right.

[0150] Next, align the "shaft hole" on the left rotor clamping rod 29 and insert it between the "shaft holes" of the two "small bosses" on the left side of the first mounting base 30. Then, insert the left first rotating shaft 28 from top to bottom into the "shaft holes" of both. The lower end of the left first rotating shaft 28 is connected to the output shaft of the left second self-locking geared motor 31. Then, make the left rotor clamping rod 29 and the left first rotating shaft 28 fit tightly to form a rigid whole. In this way, the left second self-locking geared motor 31 can drive the left rotor clamping rod 29 to deflect to the left or right.

[0151] Finally, the second self-locking geared motors 31 on the left and right sides simultaneously drive the rotor clamping rods 29 on the left and right sides, thus realizing the opening and closing function of the two rotor clamping rods 29, that is, the function of clamping or releasing the horizontal clamping rod on the first single-blade rotor assembly.

[0152] like Figure 16 As shown, the second self-locking reduction motors 31 on both the left and right sides of the rotor clamping device 1 simultaneously drive the rotor clamping rods 29 on both the left and right sides, forming four specially designed angles. Among them,

[0153] (a) A schematic diagram showing that the two rotor clamping rods 29 on its left and right sides form a 0-degree angle with each other;

[0154] (b) A schematic diagram showing that the two rotor clamping rods 29 on its left and right sides form a 60-degree angle with each other;

[0155] (c) A schematic diagram showing that the two rotor clamping rods 29 on its left and right sides form a 120-degree angle with each other;

[0156] (d) is a schematic diagram showing that the two rotor clamping rods 29 on its left and right sides form a 180-degree angle with each other;

[0157] Combination Figure 17 , Figure 18 , Figure 19 , Figure 20 The most important component of this embodiment of a vertical take-off and landing fixed-wing aircraft using a ducted fan for forward thrust and a coaxial twin-propeller single-blade rotor is the first single-blade rotor assembly (a solid shaft single-blade rotor with a horizontal clamping rod and a hollow shaft single-blade rotor with a horizontal clamping rod). The schematic diagram shows the first single-blade rotor assembly cooperating with two rotor clamping devices 1 to clamp or release the horizontal clamping rod.

[0158] The first single-bladed rotor assembly boasts advantages such as light weight, low cost, and low drag. The rotor blades used in this first single-bladed rotor assembly are "high shear force, short aspect ratio blades." The relatively short blade length helps reduce blade mass and inertia, improving rotational efficiency and responsiveness. Simultaneously, the wider blades provide a larger flapping area, increasing lift generation capability. The overall shape of the first single-bladed rotor assembly is extremely simple and compact, with no moving parts, thus effectively reducing flight drag.

[0159] The first single-blade rotor assembly includes a cross-clamp type solid shaft single-blade rotor 2 and a cross-clamp type hollow shaft single-blade rotor 3;

[0160] Figure 17 In the middle, the solid shaft single-blade rotor 2 with horizontal clamp is equipped with a counterweight block, a solid rotating shaft, a rotor hub, a rotor blade and a horizontal clamp.

[0161] Figure 18 The crossbar-type hollow shaft single-blade rotor 3 includes a counterweight, a hollow rotating shaft, a rotor hub, a rotor blade, and a crossbar.

[0162] The aforementioned counterweight can be made directly as a solid steel block, or it can be processed into a hollow steel block, into which higher-density materials such as lead and tungsten are added. This reduces the size of the counterweight and its drag during flight. Of course, besides processing the counterweight into a teardrop shape, it can also be made into an airfoil-shaped counterweight, which is equivalent to shortening and widening one end of a common two-bladed propeller blade, but with a cross-section resembling that of an airfoil. During vertical takeoff and landing, this airfoil-shaped counterweight can also generate significant lift.

[0163] The first single-bladed rotor assembly generates vertical lift by rotating its blades at one end to produce airflow. To maintain overall balance, a counterweight of the same weight as the blades is installed at the other end of the first single-bladed rotor assembly's rotation axis, thus ensuring its balance and stability during rotation. The newly added horizontal clamping bar is designed to be clamped and held in place by the rotor clamping device 1 on the vertical tail frame behind the fuselage body 6, thereby restricting the left-right swing of the first single-bladed rotor assembly and fixing it in place so that it cannot rotate.

[0164] like Figure 19 , Figure 20As shown, firstly, the rotor clamping device 1 is fixed to the frame of the vertical tail fin, with both left and right rotor clamping rods 29 facing forward to easily clamp the front horizontal clamping rod. After the first single-blade rotor assembly completely stops rotating, the lower single-blade rotor return drive device 11 slowly drives the horizontal clamping rod type solid shaft single-blade rotor 2 back to its initial position and slightly swings it. Then, the two left and right rotor clamping rods 29 on one rotor clamping device 1 clamp the horizontal clamping rod above it, thus fixing it in place and preventing rotation. Simultaneously, the upper single-blade rotor return drive device 10 slowly drives the horizontal clamping rod type hollow shaft single-blade rotor 3 back to its initial position and slightly swings it. Then, the two left and right rotor clamping rods 29 on the other rotor clamping device 1 clamp the horizontal clamping rod above it, thus fixing it in place and preventing rotation. Subsequently, the aircraft can gradually increase its forward speed to enter cruise mode. Of course, when the aircraft is parked on the ground at its destination, the first single-bladed rotor assembly also needs to be secured to prevent it from being blown around by strong winds.

[0165] Figure 19 middle,

[0166] (a) is a schematic diagram of the entire rotor clamping rod tightly holding the horizontal clamping rod when the two rotor clamping rods 29 on the left and right sides form a 0-degree angle with each other;

[0167] (b) is a partial enlarged view of the two rotor clamping rods 29 on the left and right sides tightly gripping the horizontal clamping rod when they form a 0-degree angle with each other;

[0168] (c) is a schematic diagram showing that when the two rotor clamping rods 29 on the left and right sides form a 60-degree angle with each other, the horizontal clamping rod can swing slightly left and right.

[0169] (d) is a magnified view of the horizontal clamping rod swinging slightly left and right when the two rotor clamping rods 29 on the left and right sides form a 60-degree angle with each other;

[0170] Figure 20 middle,

[0171] (a) is a schematic diagram showing that when the two rotor clamping rods 29 on the left and right sides form a 120-degree angle with each other, the horizontal clamping rod can swing left and right in a large range;

[0172] (b) A magnified view of the horizontal clamping rod swinging left and right significantly when the two rotor clamping rods 29 on the left and right sides form a 120-degree angle with each other;

[0173] (c) is a schematic diagram of the cross clamping rod being fully released when the two rotor clamping rods 29 on the left and right sides form a 180-degree angle with each other;

[0174] (d) is a partial enlarged view of the horizontal clamping rod when the two rotor clamping rods 29 on the left and right sides form a 180-degree angle with each other;

[0175] Combination Figure 21 , Figure 22 , Figure 23 , Figure 24 The three aileron drive device structures of the fixed-wing aircraft in this embodiment Figure 21 The aircraft comprises two sets of flap drive systems 8, two sets of elevator drive systems 5, one set of rudder drive system 4, and a fuselage main body 6. These aileron drive systems enable the aircraft to perform other complex flight maneuvers such as dives, turns, and climbs during flight.

[0176] like Figure 22 As shown, the flap drive device 8 includes a flap 36, a servo motor 32, a second link 35, a first link 34, and a servo arm 33.

[0177] First, flaps 36 are mounted on the wings of the fuselage body 6 and can rotate around the wings. One end of the deflection axis of flap 36 is fixedly connected to one end of a second link 35. Then, the other end of the second link 35 is hinged to one end of a first link 34. The other end of the first link 34 is hinged to one end of a servo arm 33. Finally, the other end of the servo arm 33 is directly fixedly connected to the output shaft of a servo 32, which is fixed to the fuselage body 6. When the servo 32 drives the servo arm 33 to deflect clockwise or counterclockwise, the deflection torque is transmitted to the flaps 4 through the first link 34 and the second link 35, causing the flaps 36 to deflect up and down to control flight maneuvers such as climb and deceleration.

[0178] like Figure 23 As shown, the elevator drive unit 5 includes an elevator 37, a servo motor 32, a second link 35, a first link 34, and a servo arm 33.

[0179] Elevators 37 are mounted on both sides of the tail fin at the rear of the fuselage body 6 and can rotate around the tail fin. Two sets are provided. One end of a second link 35 is fixedly connected to one end of the deflection shaft of elevator 37. The other end of this second link 35 is hinged to one end of a first link 34. The other end of this first link 34 is hinged to one end of a servo arm 33. The other end of this servo arm 33 is directly fixed to the output shaft of a servo 32, which is fixed to the fuselage body 6. When the servo 32 drives the servo arm 33 to deflect clockwise or counterclockwise, the deflection torque is transmitted through the first link 34 and the second link 35, ultimately reaching the elevator 37, causing it to deflect up and down to control pitch flight.

[0180] like Figure 24 As shown, the rudder drive device 4 includes a rudder 38, a servo motor 32, a second link 35, two first links 34, and a servo arm 33.

[0181] The rudder 38 is mounted in the middle of the tail fin behind the main fuselage 6 and can rotate around the tail fin. One end of the rudder 38's deflection axis is fixedly connected to the middle position of a second link 35. The two ends of this second link 35 are hinged to one end of each of two first links 34. The other ends of the two first links 34 are hinged to both ends of a servo arm 33; one end is connected to the other end. The middle of the servo arm 33 is fixedly connected to the output shaft of the servo 32. When the servo arm 33 is driven to deflect clockwise or counterclockwise, the deflection torque is transmitted through the first link 34 and the second link 35, ultimately reaching the rudder 38, causing it to deflect left or right to control left and right turns.

[0182] Combination Figure 25 , Figure 26 , Figure 27 This embodiment is a schematic diagram of the entire working process of a vertical take-off and landing fixed-wing aircraft that uses a ducted fan for forward thrust and a coaxial twin-propeller single-blade rotor.

[0183] The downwash airflow generated by the first single-bladed rotor assembly during rotation is blocked by the central fixed wing, thus affecting lift efficiency. At this time, the flaps 36 on the left and right sides will deflect downward to reduce the blocking area of ​​the fixed wing, which can effectively improve and increase lift efficiency.

[0184] Figure 25 shows the operational state of a single-bladed rotor vertical takeoff and landing fixed-wing aircraft, preparing for takeoff at the departure point and hovering in mid-air while slowly flying forward.

[0185] (a) The two rotor clamping devices 1 are in a state of tightly gripping the horizontal clamping bar and are in the initial state of waiting for takeoff on the ground;

[0186] (b) The two rotor clamping devices 1 on it are in a state of being completely released from the horizontal clamping rod, and the flap 36 is also deflected downward to a 90-degree position, but the horizontal clamping rod type solid shaft single-blade rotor 2 and the horizontal clamping rod type hollow shaft single-blade rotor 3 on its top begin to rotate slowly in a coaxial counter-rotating manner.

[0187] (c) Its flaps 36 are still deflected downwards to a 90-degree position, but the top horizontal clamp type solid shaft single-blade rotor 2 and horizontal clamp type hollow shaft single-blade rotor 3 are coaxially reverse-rotating at high speed and hovering in mid-air, while the two oil-powered ducted fans 7 on the left and right begin to generate thrust and slowly propel the entire aircraft forward.

[0188] (d) It continues to hover in mid-air, and the flap 36 begins to deflect upward to a 45-degree position. At this moment, the two oil-powered ducted fans 7 have generated a large thrust. As the speed increases, the wings gradually generate lift, and the top horizontal clamp type solid shaft single-blade rotor 2 and horizontal clamp type hollow shaft single-blade rotor 3 gradually stop rotating.

[0189] Figure 26 shows the operational state of a single-bladed rotor vertical takeoff and landing fixed-wing aircraft after entering high-speed flight and preparing to decelerate over its destination.

[0190] (a) The flap 36 on it begins to deflect upward to the 0-degree position. After the wing generates sufficient lift, the top solid shaft single-blade rotor 2 and hollow shaft single-blade rotor 3 have completely stopped rotating and are held and locked by the rotor clamping device 1. Meanwhile, the two oil-powered ducted fans 7 generate a strong forward thrust, propelling the aircraft into a high-speed flight working state.

[0191] (b) The flaps 36 on it begin to deflect upward to the 0-degree position, and the two oil-powered ducted fans 7 begin to reduce thrust, allowing the aircraft to slowly decelerate and fly.

[0192] (c) The flap 36 on it is slowly deflected downward to a position of 90 degrees. Although it has entered a low-speed flight state, the wing still has enough lift to continue flying to the destination. The two rotor clamping devices 1 are slowly released. The working state of the horizontal clamping rod on the solid shaft single-blade rotor 2 and the hollow shaft single-blade rotor 3.

[0193] (d) When the speed has been reduced to the minimum, the wing still has a large lift force to keep it hovering over the destination. The two rotor clamping devices 1 on it are in the state of being completely released from the cross clamp. The cross clamp type solid shaft single-blade rotor 2 and the cross clamp type hollow shaft single-blade rotor 3 at the top of it begin to rotate slowly in a coaxial counter-rotating manner.

[0194] Figure 27 shows the operational state of a single-bladed rotor vertical takeoff and landing fixed-wing aircraft after entering high-speed flight and preparing to decelerate over its destination.

[0195] (a) When it hovers over the destination, the top solid shaft single-blade rotor 2 and the hollow shaft single-blade rotor 3 rotate coaxially and in reverse at high speed and hover in mid-air, while the two oil-powered ducted fans 7 on the left and right begin to slowly stop working.

[0196] (b) The top solid shaft single-blade rotor 2 and hollow shaft single-blade rotor 3 of the horizontal clamp rod begin to decelerate and descend slowly, while the two oil-powered ducted fans 7 on the left and right begin to slowly stop working.

[0197] (c) It is the working state when it has just landed on the ground, and the top horizontal clamping rod type solid shaft single-blade rotor 2 and horizontal clamping rod type hollow shaft single-blade rotor 3 have stopped rotating, and the flap 36 has also deflected upward to the 90-degree position.

[0198] (d) It has landed on the ground and is ready for its next flight. The top solid shaft single-blade rotor 2 and the hollow shaft single-blade rotor 3 have stopped rotating, and the two rotor clamping devices 1 are in a working state of tightly holding the cross clamp.

[0199] Example 2

[0200] Combination Figure 28 , Figure 29 , Figure 30 , Figure 31 , Figure 32 , Figure 33 , Figure 34 This embodiment describes a fixed-wing aircraft that utilizes a first (medium-sized) variable-pitch propeller for forward thrust and a single-shaft, single-propeller, single-blade rotor for vertical takeoff and landing, capable of carrying two people.

[0201] Figure 28 In the middle, it is a simple-looking vertical take-off and landing fixed-wing aircraft that can carry two people. It uses an electric ducted fan 40 at the tail to counteract the anti-torque caused by the rotation of a single rotor.

[0202] Figure 29Among them, a fixed-wing aircraft that uses a medium-sized variable-pitch propeller for forward thrust and a single-shaft, single-propeller, single-blade rotor for vertical take-off and landing and can carry two people has an external structure including: a rotor clamping device 1, three aileron drive devices (including a rudder drive device 4, two elevator drive devices 5, and two flap drive devices 8), a fuselage body 6, a second single-blade rotor assembly (including a vertical clamp type solid shaft single-blade rotor 39 plus an electric ducted fan 40), and a second propulsion assembly (including two first variable-pitch propellers 41).

[0203] The rotor clamping device 1 is located at the top of the vertical tail fin frame of the fuselage body 6, and is used to clamp or release the vertical clamp-type solid shaft single-blade rotor 39 mounted on the fuselage body 6. Driving the vertical clamp-type solid shaft single-blade rotor 39 to rotate enables the aircraft to achieve vertical take-off and landing, hovering and other functions; two first variable-pitch propellers 41 are respectively mounted on the left and right wings of the fuselage body 6, and are used to provide strong forward thrust when the aircraft is in flight; three aileron drive devices are respectively mounted on the tail and side wings of the fuselage body 6, and are used to assist the aircraft in completing other high-difficulty flight maneuvers such as diving, turning and climbing.

[0204] Figure 30 shows a fixed-wing aircraft that uses a medium-sized variable-pitch propeller for forward thrust and a single-shaft, single-propeller, single-blade rotor for vertical takeoff and landing, capable of carrying two people. Its internal structure mainly includes: a single-blade rotor return drive device 11, a flight control system 12, a lithium battery 13, a fuel tank 14, and a second power system.

[0205] The lithium battery 13 is located in the underside of the fuselage 6 (or concealed within the wing), primarily supplying power to the rotor clamping device 1, flight control system 12, single-bladed rotor return drive system 11, electric ducted fan 40, and other electronic equipment. These components are controlled by the flight control system 12 to perform their designated functions. The fuel tank 14 is also located in the underside of the fuselage 6 (or concealed within the wing), with the two internal combustion engines 20 in the second power system providing ample energy support.

[0206] like Figure 30 , Figure 31 , Figure 32 As shown, in this embodiment, the power source of the second power system of the vertical take-off and landing fixed-wing aircraft is entirely provided by two fuel engines 20.

[0207] In Figure 31, the main structure of the second power system includes three power distribution gearboxes 17, four flexible couplings 18, six clutches 19, two fuel engines 20, two reduction gearboxes 21, one synchronous belt 22, two synchronous pulleys 23, and one single-shaft single-propeller reduction gearbox 44.

[0208] Two fuel engines 20 are mounted side by side in the middle of the fuselage body 6 to provide power for the second power system;

[0209] The front output shafts of the two internal combustion engines 20 are respectively connected to the rear input shafts of the two reduction gearboxes 21. Their function is to reduce the rotational speed of the internal combustion engines 20, because the power is ultimately transmitted to the vertical clamp-type solid shaft single-blade rotor 39 on the top of the fuselage body 6, and if the tip speed of the rotor is too high, it will reduce the vertical lift. The front output shafts of the two reduction gearboxes 21 are respectively connected to two clutches 19, and each clutch 19 is connected to a synchronous pulley 23. The two synchronous pulleys 21 are connected by a synchronous belt 22. At this time, switching the disengagement and engagement states of the two clutches 19 can control the four power outputs of the front output shafts of the two internal combustion engines 20.

[0210] The rear input shaft of the third clutch 19 is then fixedly connected to the output shaft of the upper synchronous pulley 23. The front output shaft of this clutch 19 is connected to the rear input shaft (i.e., the first bevel gear 26) of the upper single-shaft single-blade reduction gearbox 44. The upper end of this single-shaft single-blade reduction gearbox 44 (i.e., the second bevel gear 27) is connected to the lower solid rotating shaft of the upper vertical clamp-type solid shaft single-blade rotor 39. Finally, the power is transmitted to the upper vertical clamp-type solid shaft single-blade rotor 39, driving it to rotate rapidly and generate vertical lift.

[0211] Next, the rear input shaft of the fourth clutch 19 is fixedly connected to the output shaft of the lower synchronous pulley 23. The output shaft of the front end of this clutch 19 is connected to the rear input shaft of the lower power distribution gearbox 17.

[0212] The left output shaft of the power distribution gearbox 17 is then connected to the input shaft of the fifth clutch 19. One end of the first flexible coupling 18 is connected to the output shaft of the fifth clutch 19, and the other end is connected to the input shaft of the left power distribution gearbox 17. The output shaft of the power distribution gearbox 17 is then connected to one end of the second flexible coupling 18, and the other end is connected to the input shaft of the first variable-pitch propeller 41 on the left, ultimately transmitting power to the first (medium-sized) variable-pitch propeller 41 on the left and driving it to rotate to generate forward thrust.

[0213] Then, the right output shaft of the power distribution gearbox 17 is connected to the input shaft of the sixth clutch 19. One end of the third flexible coupling 18 is connected to the output shaft of the sixth clutch 19, and the other end is connected to the input shaft of the right power distribution gearbox 17. The output shaft of the power distribution gearbox 17 is then connected to one end of the fourth flexible coupling 18, and the other end is connected to the input shaft of the right first variable-pitch propeller 41, ultimately transmitting power to the right first (medium-sized) variable-pitch propeller 41 and driving it to rotate to generate forward thrust.

[0214] The lengths of the two flexible couplings 24 mentioned above are selected according to the required space distance.

[0215] The front output shafts of the two internal combustion engines 20 are first connected to reduction gearboxes 21 and then to clutches 19, which are connected to synchronous pulleys 21. These two synchronous pulleys 21 are also connected by a synchronous belt 22. By switching the engagement and disengagement states of the two clutches 19, four power outputs from the front output shafts of the two internal combustion engines 20 can be controlled: 1) both front output shafts of the two internal combustion engines 20 output power simultaneously; 2) both front output shafts of the two internal combustion engines 20 output no power simultaneously; 3) only the front output shaft of the upper internal combustion engine 20 outputs power, while the lower internal combustion engine 20 is in an idle state; 4) only the front output shaft of the lower internal combustion engine 20 outputs power, while the upper internal combustion engine 20 is in an idle state.

[0216] In Figure 34, during vertical takeoff and landing, it utilizes a tail-mounted electric ducted fan 40 to counteract the counter-torque generated by the rotation of a single rotor. One of the vertical clamp-type solid shaft single-blade rotors 39 passes directly downwards through the top frame of the fuselage body 6 (within the large bearing on the frame), connecting the lower end of its solid rotating shaft to the single-shaft single-propeller reduction gearbox 44 located below. This drives the vertical clamp-type solid shaft single-blade rotor 39 to rotate counterclockwise. The subsequent leftward thrust generated by the tail-mounted electric ducted fan 40, when energized, counteracts the counter-torque generated by the rotation of the vertical clamp-type solid shaft single-blade rotor 39, ensuring a smooth takeoff or landing for the entire aircraft.

[0217] When the aircraft is in flight, the two first variable-pitch propellers 41 located on the left and right wings of the main body 6 can generate strong thrust and propel the entire aircraft forward.

[0218] Combination Figure 35 , Figure 36In this embodiment, a single-shaft, single-blade, vertical take-off and landing fixed-wing aircraft with a first (medium-sized) variable-pitch propeller providing forward thrust and a vertical clamp-type solid shaft single-blade rotor 39 on top is driven back to its initial position by a single-blade rotor return drive device 11. The counterweight on the vertical clamp-type solid shaft single-blade rotor 39 is always forward-facing to reduce forward drag, while the vertical clamp at the blade tip is always backward-facing. This facilitates the clamping of the vertical clamp by the rotor clamping devices 1 on the vertical tail fin frame, ultimately fixing the vertical clamp-type solid shaft single-blade rotor 39 to the vertical tail fin frame to prevent back-and-forth swinging and reduce air resistance.

[0219] Figure 35 In this design, the single-bladed rotor return drive device 11 actively returns the vertical clamp-type solid shaft single-bladed rotor 39 to its initial position. Its main structure includes a clutch 19 and a first self-locking geared motor 24. The solid rotating shaft of the vertical clamp-type solid shaft single-bladed rotor 39 is first inserted directly into the top frame of the fuselage body 6 (into the large bearing on the frame). It then passes directly through the single-shaft single-blade reduction gearbox 44 located below, and connects with the internal second bevel gear 27 to form a rigid whole. Next, it connects to the output shaft of the clutch 19 below, and the input shaft of this clutch 19 is connected to the output shaft of the first self-locking geared motor 24 below. The function of the first self-locking geared motor 24 is to drive the upper horizontal clamp-type solid shaft single-bladed rotor 2 to rotate slowly clockwise or counterclockwise, and to lock it at any angle. This facilitates the rotor clamping device 1 on the vertical tail fin frame to clamp and fix the vertical clamp.

[0220] Figure 36 is a schematic diagram of a single-shaft, single-propeller reduction gearbox 44. Its internal structure includes a first bevel gear 26 and a second bevel gear 27, primarily serving a power transmission function. Through the meshing of the first bevel gear 26 and the second bevel gear 27, the power of the two internal combustion engines 20 is transmitted to the upper vertical clamp-type solid shaft single-blade rotor 39. During installation, the single-shaft, single-propeller reduction gearbox 44 is first fixed to the central frame of the fuselage body 6 with screws, forming a rigid integral unit with the fuselage body 6. Then, the solid rotating shaft of the vertical clamp-type solid shaft single-blade rotor 39 is directly inserted from top to bottom through the lower single-shaft, single-propeller reduction gearbox 44, and connected to the internal second bevel gear 27 to form a rigid integral unit. When the first bevel gear 26 drives the second bevel gear 27 to rotate, it also causes the vertical clamp-type solid shaft single-blade rotor 39 to rotate counterclockwise.

[0221] Combination Figure 37 , Figure 38 , Figure 39This embodiment shows the main structure of a first (medium-sized) variable-pitch propeller as the forward thrust of a single-shaft, single-propeller, single-blade rotor vertical take-off and landing fixed-wing aircraft, and a schematic diagram of its cooperation with a rotor clamping device 1 to clamp or release the horizontal clamping rod.

[0222] Figure 37 The main structure of the vertical clamp-type solid shaft single-blade rotor 39 includes a counterweight, a solid rotating shaft, a rotor hub, a rotor blade, and a vertical clamp. The difference between it and the horizontal clamp-type solid shaft single-blade rotor 2 is the direction in which the clamps face. The vertical clamp of the vertical clamp-type solid shaft single-blade rotor 39 faces downwards, while the horizontal clamp of the horizontal clamp-type solid shaft single-blade rotor 2 faces backwards.

[0223] like Figure 38 , Figure 39 As shown, firstly, the rotor clamping device 1 is rotated 90 degrees and then fixed to the vertical tail fin frame, ensuring that both left and right rotor clamping rods 29 are facing upwards to easily clamp the upper vertical clamping rod. Once the vertical clamping rod type solid shaft single-blade rotor 39 has completely stopped rotating, the lower single-blade rotor return drive device 11 is used to slowly drive the vertical clamping rod type solid shaft single-blade rotor 39 back to its initial position with a slight swing. Then, the two left and right rotor clamping rods 29 on the rotor clamping device 1 clamp the upper vertical clamping rod, thus fixing it in place and preventing rotation. Subsequently, the aircraft can gradually increase its forward speed to enter cruise mode. Of course, when the aircraft is parked on the destination ground, the vertical clamping rod type solid shaft single-blade rotor 39 also needs to be secured to prevent it from rotating freely in strong winds.

[0224] Example 3

[0225] Combination Figure 40 , Figure 41 , Figure 42 , 43 , Figure 44 , Figure 45 , Figure 46 In this embodiment, a vertical takeoff and landing fixed-wing aircraft capable of carrying eight people utilizes a second (large) variable-pitch propeller for forward thrust and a tandem twin-rotor single-blade rotor. When the downwash airflow generated by the rotation of both rotors is perfectly avoided, the lift efficiency can be greatly improved, and the payload can also be greatly increased.

[0226] Figure 40In this embodiment, the vertical takeoff and landing fixed-wing aircraft utilizes a tandem configuration of two rotors that counteract each other to cancel out the anti-torque generated by rotation. It features two tandem vertical clamp-type solid shaft single-blade rotors 39, whose downwash airflow is not obstructed by the central fixed wing, thus allowing it to carry more people or cargo.

[0227] Figure 41 In this embodiment, the external structure of the vertical takeoff and landing fixed-wing aircraft mainly includes: two rotor clamping devices 1, three aileron drive devices (including one rudder drive device 4, two elevator drive devices 5, and two flap drive devices 8), one fuselage body 6, a third single-blade rotor assembly (including two vertical clamp type solid shaft single-blade rotors 39), and a third propulsion assembly (including two second variable pitch propellers 45).

[0228] One rotor clamping device 1 is located at the lower front of the vertical tail fin frame of the fuselage body 6, used to clamp or release the vertical clamp-type solid shaft single-blade rotor 39 located at the top rear of the fuselage body 6. The other rotor clamping device 1 is located at the top center of the fuselage body 6, used to clamp or release the vertical clamp-type solid shaft single-blade rotor 39 located above the nose of the fuselage body 6. During vertical takeoff, the forward vertical clamp-type solid shaft single-blade rotor 39 rotates counterclockwise, while the rear vertical clamp-type solid shaft single-blade rotor 39 rotates clockwise, enabling the aircraft to achieve vertical takeoff and landing, hovering, and other functions. Two second variable-pitch propellers 45 are respectively mounted on the left and right wings of the fuselage body 6, providing strong forward thrust during flight. Three aileron drive devices are respectively mounted on the tail and sides of the fuselage body 6, used to assist the aircraft in performing other complex flight maneuvers such as diving, turning, and climbing.

[0229] In Figure 42, the internal structure of the vertical takeoff and landing fixed-wing aircraft in this embodiment mainly includes: two single-bladed rotor return drive devices 11, a flight controller 12, a lithium battery 13, a fuel tank 14, and a third power system.

[0230] The lithium battery 13 is located at the center of the fuselage 6 (or may be concealed in the wing), primarily providing power to the flight control system 12, the single-bladed rotor return drive device 11, and other electronic equipment. The rotor clamping device 1, the single-bladed rotor return drive device 11, and other electronic equipment are all controlled by the flight control system 12 to perform their designated functions. The fuel tank 14 is also located in the underside of the fuselage 6 (or may be concealed in the wing), providing ample energy support for the two turboshaft engines 48 in the third power system.

[0231] like Figure 43 ,Figure 44 , Figure 45 As shown, in this embodiment, the power source of the third power system of the vertical take-off and landing fixed-wing aircraft is entirely provided by two turboshaft engines 48.

[0232] Figure 43 The third power system includes three power distribution gearboxes 17, six flexible couplings 18, four clutches 19, two single-shaft single-propeller reduction gearboxes 44, and two turboshaft engines 48.

[0233] The turboshaft engine 48 is equipped with a reduction gearbox, which can reduce the high speed before transmitting the power to the two vertical clamp-type solid shaft single-bladed rotors 39 and the two second variable-pitch propellers 45. First, the two turboshaft engines 48 are installed at the leading edge of the left and right wings respectively, and the two turboshaft engines 48 are driven by two fuel tanks 14 with sufficient fuel to run at high speed.

[0234] The front output shaft of a turboshaft engine 48 on the left is directly connected to the rear input shaft of a power distribution gearbox 17. The front output shaft of the power distribution gearbox 17 is then connected to the rear end of a short flexible coupling 18. The front end of this short flexible coupling 18 is also connected to a second variable-pitch propeller 45 located at the front, driving it to rotate at high speed. Subsequently, the right output shaft of the power distribution gearbox 17 is connected to one end of a flexible coupling 18 of moderate length, transmitting power to another power distribution gearbox 17 located at the top center.

[0235] The front output shaft of another turboshaft engine 48 on the right is directly connected to the rear input shaft of another power distribution gearbox 17. The front output shaft of this power distribution gearbox 17 is connected to the rear end of another short flexible coupling 18. The front end of this short flexible coupling 18 is connected to another second variable-pitch propeller 45 located at the front, driving it to rotate at high speed. Subsequently, the left output shaft of this power distribution gearbox 17 is connected to one end of another flexible coupling 18 of moderate length, transmitting power to the same power distribution gearbox 17 located at the top center.

[0236] Then, the front output shaft of the power distribution gearbox 17 at the top center position is first fitted with a clutch 19, and then connected to one end of a long flexible coupling 18 in front, the other end of which is connected to the central shaft of the first bevel gear 26. Subsequently, the power is transmitted to the central shaft of the second bevel gear 27 in a single-shaft single-blade reduction gearbox 44 in front, and finally the power is transmitted through the single-shaft single-blade reduction gearbox 44 to a vertical clamp-type solid shaft single-blade rotor 39 at the front of the fuselage and driven to rotate.

[0237] Meanwhile, a clutch 19 is fitted onto the rear output shaft of the power distribution gearbox 17 at the top center, which is then connected to one end of another long flexible coupling 18, the other end of which is connected to the central shaft of the first bevel gear 26. Power is then transmitted to the central shaft of the second bevel gear 27 in another single-shaft single-blade reduction gearbox 44 at the rear, and finally, through this single-shaft single-blade reduction gearbox 44, power is transmitted to another vertical clamp-type solid shaft single-blade rotor 39 at the rear of the fuselage, driving it to rotate.

[0238] In Figure 46, during vertical takeoff and landing, the aircraft utilizes a tandem twin-rotor configuration where the rotors rotate in opposite directions to counteract the anti-torque generated by rotation. First, two vertical clamp-type solid-shaft single-blade rotors 39 are mounted one in front of the other at the front and one behind. Then, a turboshaft engine 48 drives the front rotor 39 to rotate counterclockwise, while simultaneously driving the rear rotor 39 to rotate clockwise. This counteracts the anti-torque generated by their counter-rotation, ensuring a smooth takeoff and landing. This is the conventional tandem twin-rotor helicopter vertical takeoff and landing scheme. While in flight, the two second variable-pitch propellers 45 located on the wings on either side of the fuselage 6 generate strong thrust, propelling the entire aircraft forward.

[0239] The above description is merely a preferred embodiment of this utility model and is not intended to limit the utility model. Various modifications and variations can be made to this utility model by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this utility model should be included within the protection scope of this utility model.

Claims

1. A monocopter vertical take-off and landing fixed wing aircraft characterised in that, The aircraft comprises a fuselage body, a single-blade rotor assembly, a rotor clamping device, a homing driving device, a wing driving device, a power system and a propulsion assembly. The single-blade rotor assembly penetrates the fuselage body and is connected with the power system, so as to realize the functions of vertical take-off and landing and air hovering of the aircraft. The rotor clamping device is installed on the vertical tail skeleton of the fuselage body and is used for clamping or releasing the single-blade rotor assembly. The homing driving device is used for driving the single-blade rotor assembly to return to the initial position. The wing driving device is installed on the tail and side wing of the fuselage body and is used for assisting the aircraft to complete the flight actions of diving, turning and climbing. The power system is installed on the fuselage body and is used for driving the single-blade rotor assembly to move. The propulsion assembly is installed on the fuselage body and is used for providing forward flight thrust.

2. The monocyclic-rotor vertical take-off and landing fixed-wing aircraft according to claim 1, characterized in that, The main structure of the rotor clamping device comprises rotor clamping rods, a first mounting base and second self-locking reduction motors.

3. The monocyclic-rotor vertical take-off and landing fixed-wing aircraft according to claim 1, characterized in that, The rotor clamping rods are used for clamping the cross clamping rods of the single-blade rotor assembly.

4. The monocyclic-rotor vertical take-off and landing fixed-wing aircraft according to claim 3, characterized in that, The two rotor clamping rods are symmetrically arranged and are hinged with the first mounting base. The second self-locking reduction motors are fixed on the vertical tail skeleton of the fuselage body. The two second self-locking reduction motors are respectively connected with the two rotor clamping rods and are used for controlling the rotation of the rotor clamping rods, so as to realize the opening and closing between the two rotor clamping rods. The single-blade rotor assembly comprises a cross clamping rod type solid shaft single-blade rotor and a cross clamping rod type hollow shaft single-blade rotor. The cross clamping rod type solid shaft single-blade rotor and the cross clamping rod type hollow shaft single-blade rotor are reversely rotated to offset the reverse torque caused by the rotation. The solid rotating shaft of the cross clamping rod type solid shaft single-blade rotor is directly inserted into the hollow rotating shaft of the cross clamping rod type hollow shaft single-blade rotor from top to bottom. The propulsion assembly is an oil-driven duct fan. The power system comprises a coaxial double-blade reduction gear box, three power distribution gear boxes, two flexible couplings, six clutches, two oil engines, two reduction gear boxes and a synchronous belt plus two synchronous wheels. The two oil engines are installed in parallel at the middle position of the fuselage body and are used for providing power for the power system. The output shafts of the two fuel engines are connected with the input shafts of two reduction gear boxes respectively, which function to reduce the rotating speed of the fuel engines; the output shafts of the two reduction gear boxes are connected with two clutches respectively, and each clutch is connected with a synchronous wheel; the two synchronous wheels are connected through a synchronous belt, and the separation and engagement of the two clutches are switched at this time, that is, the output of the output shafts of the two fuel engines is controlled; the input shaft of the third clutch is fixedly connected with the output shaft of the upper synchronous wheel, and the output shaft of the third clutch is connected with the input shaft of the coaxial double-blade reduction gear box located above; the hollow output shaft of the coaxial double-blade reduction gear box is connected with the lower end hollow rotating shaft of the horizontal clamping rod type hollow shaft single-blade rotor located above; the solid output shaft of the coaxial double-blade reduction gear box is connected with the lower end solid rotating shaft of the horizontal clamping rod type solid shaft single-blade rotor located above; the input shaft of the fourth clutch is fixedly connected with the output shaft of the lower synchronous wheel, and the output shaft of the fourth clutch is connected with the rear end input shaft of the first power distribution gear box located below; the output shaft of the first power distribution gear box is connected with the input shaft of the fifth clutch; one end of the first flexible shaft coupling is connected with the output shaft of the fifth clutch, and the other end is connected with the input shaft of the second power distribution gear box; the output shaft of the second power distribution gear box is finally connected with the input shaft of the oil-driven ducted fan, so as to transmit power to the oil-driven ducted fan; the output shaft of the second power distribution gear box is connected with the input shaft of the sixth clutch, one end of the second flexible shaft coupling is connected with the output shaft of the sixth clutch, and the other end of the second flexible shaft coupling is connected with the input shaft of the third power distribution gear box; the output shaft of the third power distribution gear box is finally connected with the input shaft of another oil-driven ducted fan, so as to finally transmit power to the oil-driven ducted fan; wherein the coaxial double-blade reduction gear box comprises an upper bevel gear, a first bevel gear and a second bevel gear, and the three gears are meshed with each other.

5. The monocyclic-rotor vertical take-off and landing fixed-wing aircraft according to claim 4, characterized in that, The homing driving device comprises a single-blade rotor homing upper driving device and a single-blade rotor homing lower driving device; The single-blade rotor homing lower driving device comprises a clutch, a first self-locking reduction motor, a solid rotating shaft of a horizontal clamping rod type solid shaft single-blade rotor, a hollow rotating shaft of a horizontal clamping rod type hollow shaft single-blade rotor, a coaxial double-blade reduction gear box located below, a second bevel gear in the coaxial double-blade reduction gear box, an output shaft of the clutch, a first self-locking reduction motor located below, and a hollow rotating shaft of a horizontal clamping rod type hollow shaft single-blade rotor located below; the solid rotating shaft of the horizontal clamping rod type solid shaft single-blade rotor is fixedly connected with the second bevel gear in the coaxial double-blade reduction gear box and the output shaft of the clutch, the input shaft of the clutch is connected with the first self-locking reduction motor located below, and the first self-locking reduction motor functions to drive the horizontal clamping rod type solid shaft single-blade rotor located above to rotate clockwise or counterclockwise slowly and lock it at any angle; The single-blade rotor homing up drive device comprises a clutch, a first self-locking reduction motor, a synchronous belt and a synchronous wheel; the hollow rotating shaft of the horizontal clamping rod type hollow shaft single-blade rotor is first sleeved with a synchronous wheel and located at the middle neck part of the hollow rotating shaft, and the two are fixedly connected, the hollow rotating shaft is directly inserted into the coaxial double-blade reduction gear box below from top to bottom, and is fixedly connected with the upper bevel gear in the coaxial double-blade reduction gear box, and the upper end of the hollow rotating shaft is installed on the framework of the main body of the aircraft; then the synchronous wheel on the hollow rotating shaft is connected with another synchronous wheel through a synchronous belt, and the other synchronous wheel is directly installed on the output shaft of a first self-locking reduction motor located above; the first self-locking reduction motor is used for driving the horizontal clamping rod type hollow shaft single-blade rotor above to rotate clockwise or counterclockwise slowly, and locking the horizontal clamping rod type hollow shaft single-blade rotor at any angle.

6. The monocyclic-rotor vertical take-off and landing fixed-wing aircraft according to claim 1, characterized in that, The single-blade rotor assembly is a vertical clamping rod type solid shaft single-blade rotor and an electric ducted fan; the propulsion assembly comprises two first variable pitch propellers; a vertical clamping rod type solid shaft single-blade rotor directly penetrates the top framework of the main body of the aircraft from top to bottom, and the lower end of the solid rotating shaft of the vertical clamping rod type solid shaft single-blade rotor is connected with the single-shaft single-blade reduction gear box below; the vertical clamping rod type solid shaft single-blade rotor is driven to rotate; the electric ducted fan located at the tail generates a force opposite to the rotating direction of the vertical clamping rod type solid shaft single-blade rotor after being electrified, so as to offset the counter torque brought by the rotation of the vertical clamping rod type solid shaft single-blade rotor, and ensure the stable take-off or landing of the whole aircraft; the two first variable pitch propellers located on the wings of the main body of the aircraft are used for generating thrust and driving the whole aircraft to fly forward.

7. The monocyclic-rotor vertical take-off and landing fixed-wing aircraft according to claim 6, characterized in that, The power system comprises: the main structure of the second power system comprises: three power distribution gear boxes, four flexible couplings, six clutches, two oil engines, two reduction gear boxes, a synchronous belt, two synchronous wheels and a single-shaft single-blade reduction gear box; The two oil engines are installed side by side at the middle part of the main body of the aircraft, and are used for providing power for the second power system; the output shafts of the two oil engines are respectively connected with the input shafts of the two reduction gear boxes, and the function is to reduce the rotating speed of the oil engines; the output shafts of the two reduction gear boxes are respectively connected with two clutches, and each clutch is respectively connected with a synchronous wheel; the two synchronous wheels are connected through a synchronous belt, at this time, the separation and engagement states of the two clutches are switched, that is, the four power outputs of the front end output shafts of the two oil engines are controlled; The input shaft of the third clutch is fixedly connected with the output shaft of the synchronous wheel located above, and the output shaft of the front end of the third clutch is connected with the rear end input shaft of the single-shaft single-blade reduction gear box located above; the upper end of the single-shaft single-blade reduction gear box is connected with the lower end solid rotating shaft of the vertical clamping rod type solid shaft single-blade rotor located above; power is transmitted to the vertical clamping rod type solid shaft single-blade rotor above, and the vertical clamping rod type solid shaft single-blade rotor is driven to rotate to generate vertical lift. The input shaft of the fourth clutch is fixedly connected to the output shaft of the lower synchronizer, the output shaft of the fourth clutch is connected to the input shaft of the lower first power distribution gearbox, the output shaft of the first power distribution gearbox is connected to the input shaft of the fifth clutch, one end of the first flexible shaft is connected to the output shaft of the fifth clutch, and the other end of the first flexible shaft is connected to the input shaft of the second power distribution gearbox, the output shaft of the second power distribution gearbox is connected to one end of the second flexible shaft, and the other end of the second flexible shaft is connected to the input shaft of the first variable pitch propeller, so that the power is transmitted to the first variable pitch propeller on one side and drives the rotation to generate forward thrust; The output shaft of the second power distribution gearbox is connected to the input shaft of the sixth clutch, one end of the third flexible shaft is connected to the output shaft of the sixth clutch, and the other end of the third flexible shaft is connected to the input shaft of the third power distribution gearbox, the output shaft of the third power distribution gearbox is connected to one end of the fourth flexible shaft, and the other end of the fourth flexible shaft is connected to the input shaft of the other first variable pitch propeller, so that the power is transmitted to the other first variable pitch propeller and drives the rotation to generate forward thrust; The single-shaft single-blade reduction gearbox comprises a first bevel gear and a second bevel gear, and mainly plays a power transmission role; the power of the two fuel engines is transmitted to the upper vertical clamping rod type solid shaft single-blade rotor through the meshing of the first bevel gear and the second bevel gear; and the second bevel gear is fixedly connected to the vertical clamping rod type solid shaft single-blade rotor.

8. The monocyclic-rotor vertical take-off and landing fixed-wing aircraft according to claim 1, characterized in that, The single-blade rotor assembly comprises two vertical clamping rod type solid shaft single-blade rotors, and the propulsion assembly comprises two second variable pitch propellers; the two vertical clamping rod type solid shaft single-blade rotors are arranged in series, the rotating directions of the two vertical clamping rod type solid shaft single-blade rotors are opposite during vertical take-off and landing, and the reverse torque brought by the rotation is offset; two rotor clamping devices are arranged on the fuselage body, and are used for clamping the vertical clamping rod type solid shaft single-blade rotors respectively; and the two second variable pitch propellers are arranged on the wings on both sides of the fuselage body, and are used for providing forward flight thrust when the aircraft is cruising in the air.

9. The monoplanar rotor vertical takeoff and landing fixed-wing aircraft of claim 1, wherein, The power system comprises three power distribution gearboxes, six flexible shafts, four clutches, two single-shaft single-blade reduction gearboxes and two turboshaft engines; The two turboshaft engines are respectively arranged at the leading edge wing end positions of the wings on both sides, and are driven by the two fuel tanks to rotate at high speed; The output shaft of the one turboshaft engine on one side is connected to the input shaft of the first power distribution gearbox, the output shaft of the first power distribution gearbox is connected to the first flexible shaft, and the first flexible shaft is connected to the one second variable pitch propeller in front and drives the rotation; the other output shaft of the first power distribution gearbox is connected to one end of the second flexible shaft, and the power is transmitted to the second power distribution gearbox at the top center position; The output shaft of the other side of the turboshaft engine is connected with the input shaft of the third power distribution gearbox, the output shaft of the third power distribution gearbox is connected with the third flexible coupling, and the third flexible coupling is connected with and drives the rotation of the other second variable-pitch propeller in front; The output shaft of the second power distribution gearbox is connected with the fifth flexible coupling through the clutch, and the other end of the fifth flexible coupling is connected with the single-shaft single-blade reduction gear; the power is transmitted to the single-shaft single-blade reduction gearbox in front, and finally the power is transmitted to the vertical clamping rod type solid shaft single-blade rotor at the front end of the machine body and driven to rotate through the single-shaft single-blade reduction gearbox. The other output shaft of the second power distribution gearbox is also connected with the sixth flexible coupling through the clutch, and the other end of the sixth flexible coupling is connected with the other single-shaft single-blade reduction gear; the power is transmitted to the other single-shaft single-blade reduction gearbox at the rear, and the power is transmitted to the other vertical clamping rod type solid shaft single-blade rotor at the rear end of the machine body and driven to rotate through the single-shaft single-blade reduction gearbox.

10. The monoplanar rotor vertical takeoff and landing fixed-wing aircraft of claim 1, wherein, The rotor in the single-blade rotor assembly includes a counterweight, a rotating shaft, a hub, a blade, and a cross clamping rod; the counterweight is a solid steel block or a hollow steel block.

11. The monoplanar rotor vertical takeoff and landing fixed-wing aircraft of claim 1, wherein, The vertical take-off and landing fixed-wing aircraft also includes a flight control, a lithium battery, and a fuel tank; the lithium battery is located in the abdomen of the main body of the machine body and is used to provide electric energy for the rotor clamping device, the flight control, and the homing down driving device; the rotor clamping device and the homing down driving device are controlled by the flight control to complete the set functions; the fuel tank is also located in the abdomen of the main body of the machine body and is used to provide energy support for the fuel engine in the power system.

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