Multi-modal aircraft

Abstract

The utility model relates to the technical field of aircrafts, and provides a multi-modal aircraft, which comprises an aircraft body; the two groups of power propulsion units are respectively arranged on two sides of the fuselage; the two groups of movable legs are arranged below the aircraft body and are used for enabling the multi-mode aircraft to walk and move; when the power propulsion units work, the corresponding multi-mode aircraft is in a flight mode; when the movable legs work, the corresponding multi-mode aircraft is in a walking mode. According to the technical scheme, the environmental adaptability of the aircraft can be improved, and the aircraft can be applied to multiple different scenes.

Description

Technical Field

[0001] This application relates to the field of aircraft technology, and more specifically, to a multimodal aircraft. Background Technology

[0002] Currently, multimodal aircraft technology is developing rapidly and is widely used in civilian and commercial fields.

[0003] As various scenarios continue to evolve, previous aircraft could only meet the requirements of actual flight modes to perform tasks and operations, and their operating modes were relatively simple, making them unable to meet the operational requirements in some special environments. Summary of the Invention

[0004] The technical problem to be solved by this application is to provide a multi-modal aircraft that can improve the environmental adaptability of the aircraft and enable the aircraft to be used in more special scenarios.

[0005] To solve the above-mentioned technical problems, this application adopts the following technical solution:

[0006] This application provides a multimodal aircraft, including: a fuselage; two sets of propulsion units respectively disposed on both sides of the fuselage; and two sets of movable legs disposed below the fuselage for enabling the multimodal aircraft to walk and move; when the propulsion units are working, the multimodal aircraft is in flight mode; when the movable legs are working, the multimodal aircraft is in walking mode.

[0007] In the implementation of the above technical solution, the multimodal aircraft includes a fuselage and two sets of propulsion units located on both sides of the fuselage, which can generate balanced propulsion. The multimodal aircraft also includes two sets of movable legs located under the fuselage, enabling the multimodal aircraft to move and expand its application scenarios. When the propulsion units are operational, the multimodal aircraft is in flight mode, allowing it to perform delicate tasks such as maintenance and hovering, as well as high-speed inspection tasks such as rapid identification. The system can detect road surface defects such as cracks and potholes; monitor abnormal road surface temperatures around the clock; and when the mobile legs are in operation, the multi-modal aircraft enters walking mode, enabling it to handle special operational requirements. For example, in tunnels with no GPS signal and limited space, walking mode avoids the risk of flight collisions and allows for close-range inspection of under-mounted facilities such as tracks and cables, improving inspection safety and coverage. Alternatively, when low-altitude flight is obstructed (such as in dense crop areas), switching to ground walking mode allows for stable collection of detailed data on soil conditions, pests, and diseases, reducing flight energy consumption. This expands the application scenarios of the multi-modal aircraft and enhances its environmental adaptability.

[0008] In one implementation, the movable leg includes a first support leg and a second support leg. When the multimodal aircraft is in flight mode, the first support leg and the second support leg are folded; when the multimodal aircraft is in walking mode, the first support leg and the second support leg are unfolded.

[0009] In the implementation of the above technical solution, the movable legs include a first support leg and a second support leg. When the multimodal aircraft is in flight mode, the first and second support legs are folded, that is, the movable legs are bent. This can reduce wind resistance during the flight of the aircraft. At the same time, the folded configuration of the movable legs can also reduce the risk of the movable legs touching other buildings. When the multimodal aircraft is in walking mode, the first and second support legs are unfolded. That is, the first and second support legs cooperate with each other, and the two sets of movable legs work together to realize the walking and movement of the aircraft.

[0010] In one embodiment, the two sides of the bottom of the body are respectively fixedly connected to one end of an adapter, and one end of the movable leg is rotatably connected to the other end of the adapter.

[0011] In the implementation of the above solution, the two sides of the bottom of the machine body are respectively fixedly connected to one end of an adapter, and one end of the movable leg is rotatably connected to the other end of the adapter. By setting the adapter at the bottom of the machine body, installation space is provided for the movable leg.

[0012] In one embodiment, the multimodal aircraft further includes at least one pair of wings, which are respectively disposed on both sides of the fuselage. The wings are fixedly connected to the power propulsion unit on the corresponding side. The power propulsion unit is rotatably connected to the adapter through a first rotating component and drives the wings to rotate synchronously relative to the fuselage.

[0013] In the implementation of the above scheme, the multimodal aircraft also includes at least one pair of wings, which are respectively set on both sides of the fuselage. By setting the wings, lift can be generated for the aircraft, making the aircraft fly more stably. In addition, the wings are fixedly connected to the corresponding propulsion units. The propulsion units are rotatably connected to the adapter through the first rotating component and drive the wings to rotate synchronously relative to the fuselage. After rotation, the propulsion units can generate power in different directions, which can put the aircraft in different flight attitudes. In addition, the synchronous rotation of the wings driven by the propulsion units also changes the relative position between the wings and the fuselage, so that when the aircraft changes different flight attitudes, the wings can automatically change to the corresponding flight attitude, so that the wings can generate lift or reduce air resistance.

[0014] In addition, since the wings are fixedly connected to the propulsion unit, there is no need for an additional rotating assembly to connect the wings and the fuselage, which reduces the need for a rotating assembly. At the same time, there is no need to separately control the rotation of the wings relative to the fuselage, which also reduces the need for a control system and lowers production costs.

[0015] In one implementation, the propulsion unit is rotatably connected to the fuselage; the multi-mode aircraft also includes at least one pair of wings, which are movably connected to both sides of the fuselage respectively; the wings on the same side and the propulsion unit are arranged side by side along the cruise flight direction of the aircraft.

[0016] In the implementation of the above scheme, the propulsion unit is rotatably connected to the fuselage, that is, the propulsion unit is directly connected to the fuselage, so that the aircraft can generate different power directions, which facilitates the aircraft to change different flight attitudes. The multimodal aircraft also includes at least one pair of wings, which are movably connected to the two sides of the fuselage respectively. The movable connection includes the rotational connection of one end of the wing to the fuselage. When the aircraft changes different flight attitudes, the wings can be changed to different positions accordingly, so that the wings can generate lift or reduce air resistance. Of course, the movable connection also includes the ability of the wings to fold or extend, which can further reduce air resistance when corresponding to the flight attitude of the aircraft. The wings and the propulsion unit on the same side are arranged side by side along the cruise flight direction of the aircraft, that is, the wings and the propulsion unit can be arranged one in front of the other along the axial direction of the aircraft, so that the wings and the propulsion unit are rotatably connected to the fuselage respectively, and can adjust different positions to achieve different flight attitudes of the aircraft.

[0017] In one implementation, the flight mode includes a first attitude and a second attitude. The first attitude includes the propulsion unit being parallel to the fuselage, and the second attitude includes the propulsion unit being perpendicular to the fuselage. The propulsion unit drives the wing to rotate synchronously relative to the fuselage to a first position or a second position via the first rotating component. When the propulsion unit operates in the first position, the aircraft is in the first attitude. When the propulsion unit operates in the second position, the aircraft is in the second attitude.

[0018] In the implementation of the above scheme, the flight modes include a first attitude and a second attitude. The first attitude includes the propulsion unit being parallel to the fuselage, i.e., the axis of the propulsion unit is parallel to the fuselage. In this case, the propulsion unit can generate forward thrust, enabling the aircraft to perform high-speed inspection operations. The second attitude includes the propulsion unit being perpendicular to the fuselage, i.e., the axis of the propulsion unit is perpendicular to the fuselage. In this case, the propulsion unit can generate upward thrust, enabling the aircraft to perform hovering or maintenance operations, improving the aircraft's adaptability. The propulsion unit rotates relative to the fuselage through a first rotating component, simultaneously driving the wings to rotate synchronously relative to the fuselage to either a first position or a second position. When the propulsion unit operates in the first position, the corresponding aircraft is in the first attitude. At this time, the plane of the wings is on the same plane as the fuselage, and the wings can generate lift. When the propulsion unit operates in the second position, the corresponding aircraft is in the second attitude. At this time, the plane of the wings is perpendicular to the fuselage, thereby reducing air resistance and energy consumption when the aircraft is hovering.

[0019] In one embodiment, a receiving member is provided between the two adapters, and the receiving member has a cavity.

[0020] In the implementation of the above scheme, a receiving component is also provided between the two adapters. The receiving component has a chamber in which some items can be placed, enabling the aircraft to carry cargo. Of course, in some cases, the receiving component can also carry people.

[0021] In one implementation, each of the propulsion units includes at least one ducted fan.

[0022] In the implementation of the above scheme, each power propulsion unit includes at least one ducted fan, which can generate different power to the corresponding side of the aircraft. In addition, since the ducted fan is cylindrical, it can also provide installation space for connection with the wing, so that the ducted fan can drive the wing to rotate synchronously when it rotates.

[0023] In one embodiment, the wing includes a first wing and a second wing; the second wing is retractable relative to the first wing, and the first wing is connected to the ducted fan.

[0024] In the implementation of the above scheme, the wing includes a first wing and a second wing; the second wing can extend and retract relative to the first wing, thereby changing the wing's unfolded area. When the aircraft is in different flight attitudes, the wing can unfold to different areas; the first wing is connected to a ducted fan, enabling the ducted fan to drive the wing to rotate relative to the fuselage.

[0025] In one embodiment, the wing includes a first wing and a second wing, which are rotatably connected by a second rotating assembly, and the bottom of the first wing is fixedly connected to the ducted fan.

[0026] In the implementation of the above scheme, the wing includes a first wing and a second wing; the first wing and the second wing are rotatably connected by a second rotating component, that is, the wing can realize the folding function, thereby changing the unfolded area of ​​the wing. When the aircraft is in different flight attitudes, the wing can unfold to different areas; the bottom of the first wing is fixedly connected to the ducted fan, which improves the stability between the first wing and the ducted fan, and enables the ducted fan to drive the wing to rotate relative to the fuselage.

[0027] In one embodiment, the multimodal aircraft further includes a robotic arm, which is fixedly or rotatably connected to the ducted fan; the robotic arm includes an end effector for operation; when the aircraft is in the first attitude of flight mode, the extension direction of the robotic arm is opposite to the cruise flight direction of the aircraft.

[0028] In the implementation of the above technical solution, the multimodal aircraft also includes a robotic arm, which is fixedly connected to a ducted fan. This allows the ducted fan to rotate synchronously with the robotic arm when it rotates relative to the fuselage, eliminating the need for additional rotary joints and reducing production costs. The robotic arm includes an end effector for operation, which can perform grasping or maintenance functions, thus enriching the aircraft's application scenarios. When the aircraft is in the first attitude of flight mode, the extension direction of the robotic arm is opposite to the aircraft's cruising flight direction. That is, the robotic arm can extend backward at an angle or extend horizontally at an angle, thereby reducing air resistance during flight.

[0029] Of course, the robotic arm and the ducted fan can also be rotatably connected, meaning the robotic arm can be controlled to rotate independently, thereby increasing the robotic arm's range of motion. Attached Figure Description

[0030] To more clearly illustrate the technical solutions of the embodiments of this application, the accompanying drawings used in the embodiments of this application will be briefly introduced below. It should be understood that the following drawings only show some embodiments of this application and should not be regarded as a limitation of the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0031] Figure 1 This is a schematic diagram of the structure of a multi-mode aircraft provided in an embodiment of this application;

[0032] Figure 2This is a structural schematic diagram of a multimodal aircraft provided in an embodiment of this application from another perspective;

[0033] Figure 3 These are structural schematic diagrams of a multimodal aircraft from different perspectives, provided in the embodiments of this application.

[0034] Icons: 1-Fuselage; 2-Power propulsion unit; 21-Ducted fan; 3-Wing; 31-First wing; 32-Second wing; 4-Adapter; 5-Mechanical arm; 6-First rotating assembly; 7-Second rotating assembly; 8-End effector; 9-Moving leg; 91-First support leg; 92-Second support leg; 93-Rotating component; 10-Housing component. Detailed Implementation

[0035] The technical solutions in the embodiments of this application will now be described with reference to the accompanying drawings.

[0036] It should be noted that similar reference numerals and letters in the following figures indicate similar items; therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures. Furthermore, in the description of this application, terms such as "first," "second," etc., are used only to distinguish descriptions and should not be construed as indicating or implying relative importance.

[0037] Conventional aircraft cannot meet the complex requirements of actual flight missions and operations. This application provides a multi-modal aircraft that has different flight attitudes in flight mode, enabling different operations and improving the adaptability of the aircraft. In addition, the aircraft also has a walking mode, which allows it to move on land. When encountering special scenarios that are not suitable for flight, the walking mode can be used to carry out operations, thereby enriching the environmental adaptability of the aircraft.

[0038] like Figure 1As shown, the multimodal aircraft includes a fuselage 1 and two sets of propulsion units 2 located on both sides of the fuselage 1. The two sets of propulsion units 2 can generate balanced propulsion. The multimodal aircraft also includes two sets of movable legs 9 located below the fuselage 1, enabling the multimodal aircraft to move and expand its application scenarios. When the propulsion units 2 are working, the multimodal aircraft is in flight mode, allowing it to perform fine operations such as maintenance and hovering, as well as high-speed inspection operations such as quickly identifying road surface cracks, potholes, and other defects; and all-weather monitoring of abnormal road surface temperatures. When the movable legs 9 are in operation... During operation, the multimodal aircraft is in walking mode, enabling it to handle operational requirements in special scenarios. For example, in tunnels with no GPS signal and limited space, walking mode avoids the risk of flight collisions and allows for close-range inspection of bottom facilities such as tracks and cables by moving on the ground, improving inspection safety and coverage. Alternatively, when low-altitude flight is obstructed (such as in dense crop areas), switching to ground walking mode allows for stable collection of detailed data on soil, pests, and diseases, reducing flight energy consumption. This allows the multimodal aircraft in this embodiment to perform different operational tasks, expanding the application scenarios of the multimodal aircraft and improving the product's environmental adaptability.

[0039] Optionally, the special scenarios mentioned in the embodiments of this application refer to some scenarios that are not suitable for flight operations. The special scenarios in which multi-mode aircraft can be applied have been described above.

[0040] Optionally, each group of movable legs may include at least one movable leg 9, that is, the multi-mode aircraft in this embodiment of the application may be provided with two movable legs 9; of course, each group of movable legs may also include two movable legs 9, that is, the multi-mode aircraft in this embodiment of the application may be provided with four movable legs 9.

[0041] Optionally, the propulsion unit 2 is not activated when the aircraft is in walking mode.

[0042] like Figure 1 As shown, in one embodiment, the movable leg 9 includes a first support leg 91 and a second support leg 92. When the multimodal aircraft is in flight mode, the first support leg 91 and the second support leg 92 are folded, that is, the movable leg 9 is bent. This can reduce wind resistance during the flight of the aircraft. At the same time, the folded arrangement of the movable leg 9 can also reduce the risk of the movable leg 9 touching other buildings. When the multimodal aircraft is in walking mode, the first support leg 91 and the second support leg 92 are unfolded. That is, the first support leg 91 and the second support leg 92 cooperate with each other, and the two sets of movable legs 9 work together to realize the walking and movement of the aircraft.

[0043] Optionally, in some cases, when the multimodal aircraft is in flight mode, the first support leg 91 and the second support leg 92 can also be deployed.

[0044] like Figure 2 As shown, in one embodiment, the two sides of the bottom of the body 1 are respectively fixedly connected to one end of an adapter 4, and one end of the movable leg 9 is rotatably connected to the other end of the adapter 4. By setting the adapter 4 at the bottom of the body 1, installation space is provided for the movable leg 9.

[0045] Optionally, the adapter 4 can be a sheet-like structure, and the fixed connection between the body 1 and the adapter 4 can include welding or bolt connection, etc.

[0046] Optionally, one end of the first support leg 91 is rotatably connected to the adapter 4; of course, in some cases, one end of the first support leg 91 can also be rotatably connected to the fuselage 1.

[0047] Optionally, the adapter 4 is set perpendicular to the body 1, or the adapter 4 is set at an angle to the body 1.

[0048] Optionally, each movable leg 9 also includes multiple joint components, including hip joints and knee joints, each with a certain degree of freedom to achieve complex movements. Among them, the hip joint has 2 to 3 degrees of freedom and can be set at the connection position between the first supporting leg 91 and the adapter 4, or at the connection position between the first supporting leg 91 and the body 1. It is responsible for the forward and backward swinging, left and right swinging, and rotation of the movable leg 9. The hip joint is equipped with a high-torque DC servo motor or brushless motor, which is used to drive the swinging and rotation of the movable leg 9. The hip joint also includes a reducer, which is used to reduce the motor speed and increase the torque to provide stable power output. The hip joint also includes a hip joint shell, which can be made of lightweight materials (such as aluminum alloy or carbon fiber). The hip joint shell is used to fix the motor and other components. It also includes joint shafts and connecting rods for connecting the hip joint to other parts of the leg to realize the transmission of motion. Of course, an encoder and a torque sensor also need to be installed on the hip joint. The encoder is installed at the motor or joint to measure the angle and position of the joint; the torque sensor is used to measure the torque of the joint; at the same time, the hip joint also includes a motor controller, which is used to control the movement of the motor and a communication module that communicates with the main control system via CAN bus or SPI protocol.

[0049] The knee joint is located at the connection point between the first supporting leg 91 and the second supporting leg 92. The knee joint is typically equipped with one or more motors to drive the flexion and extension movements of the movable leg 9. The motor in the knee joint transmits power to the connection point between the first supporting leg 91 and the second supporting leg 92 via pulleys, providing power to the second supporting leg 92. The knee joint also includes a transmission device, such as a pulley drive, which transmits the motor's power to the knee joint, providing an additional reduction ratio and a cushioning effect. The knee joint also includes a joint shaft and connecting rods to connect the first supporting leg 91 and the second supporting leg 92, enabling motion transmission. It also includes angle sensors, torque sensors, etc. The motors in the knee joint are typically controlled by independent controller boards, which achieve precise motion control through PID loop control and angle positioning. The controller boards communicate with the main control system via an I2C bus or other communication protocols.

[0050] In some cases, an additional ankle joint can be provided at the end of the second supporting leg 92 to increase the additional degree of freedom of the movable leg 9.

[0051] like Figure 1 As shown, optionally, one end of the movable leg 9 is provided with a rotating member 93, which is connected to the second support leg 92. The rotating member 93 can rotate relative to the second support leg 92, thereby increasing the movement speed of the aircraft in walking mode. Of course, the rotating member 93 can also be stationary relative to the second support leg 92, so that the multi-mode aircraft can walk on uphill or downhill surfaces.

[0052] Optionally, the connection position between the rotating part 93 and the second support leg 92 can be driven to rotate by a servo motor, which also includes the controller board that controls the servo motor.

[0053] like Figure 1 As shown, in one embodiment, the multimodal aircraft also includes at least one pair of wings 3, which are respectively disposed on both sides of the fuselage 1. By setting the wings 3, lift can be generated for the aircraft, making the aircraft fly more stably. In addition, the wings 3 are fixedly connected to the corresponding power propulsion unit 2. The power propulsion unit 2 is rotatably connected to the adapter 4 through the first rotating component 6 and drives the wings 3 to rotate synchronously relative to the fuselage 1. After rotating, the power propulsion unit 2 can generate power in different directions, which can put the aircraft in different flight attitudes. In addition, the synchronous rotation of the wings 3 driven by the power propulsion unit 2 also changes the relative position between the wings 3 and the fuselage 1, so that when the aircraft changes to different flight attitudes, the wings 3 can automatically change to the corresponding flight attitude. Corresponding to different flight attitudes, the wings 3 can generate lift or reduce air resistance.

[0054] In addition, since the wing 3 is fixedly connected to the power propulsion unit 2, there is no need for the wing 3 to be connected to the fuselage 1 through an additional rotating component, which can reduce the need for a rotating component. At the same time, there is no need to separately control the rotation of the wing 3 relative to the fuselage 1, which can also reduce the need for a control system and reduce production costs.

[0055] Optionally, the effect of wing 3 generating upward lift means that the plane on which wing 3 is located is on the same plane as fuselage 1, and the effect of wing 3 reducing air resistance means that the plane on which wing 3 is located is perpendicular to fuselage 1, that is, wing 3 is in a vertical plane.

[0056] Optionally, the first rotating component 6 includes a motor, which is the power source for the first rotating component 6. The motor is mounted on the adapter 4, and the output shaft of the motor is responsible for driving the power propulsion unit 2 to rotate. It also includes a reducer, which is used to reduce the speed of the motor and increase the torque, thereby improving the load capacity of the first rotating component 6. It also includes an encoder, which is used to measure the rotation angle and speed of the first rotating component 6, providing accurate feedback information to the control system, thereby realizing closed-loop control. It also includes a driver, which is used to control the movement of the motor, realizing the position, speed and torque control of the first rotating component 6. It also includes a motor mount, which is used to fix the motor to the adapter 4 to ensure the stability and integrity of the structure.

[0057] Optionally, the wing 3 can be fixedly connected to the corresponding propulsion unit 2 by welding or by bolting.

[0058] like Figure 3 As shown, optionally, a gap can be left between the wing 3 and the fuselage 1 to avoid interference between the wing 3 and the fuselage 1 when the wing 3 rotates.

[0059] As a parallel implementation, the propulsion unit 2 is rotatably connected to the fuselage 1, meaning the propulsion unit 2 is directly connected to the fuselage 1, allowing the aircraft to generate different power directions and facilitating changes in flight attitude. The multimodal aircraft also includes at least one pair of wings 3, which are movably connected to both sides of the fuselage 1. The movable connection includes a rotatable connection between one end of the wing 3 and the fuselage 1. When the aircraft changes different flight attitudes, the wings 3 can be adjusted to different positions to generate lift or reduce air resistance. Of course, the movable connection also includes the ability of the wings 3 to fold or extend, further reducing air resistance depending on the aircraft's flight attitude. The wings 3 and propulsion unit 2 on the same side are arranged side by side along the aircraft's cruising flight direction, meaning the wings 3 and propulsion unit 2 can be arranged one in front of the other along the aircraft's axial direction, allowing each wing 3 and propulsion unit 2 to be rotatably connected to the fuselage 1, enabling adjustments to different positions and achieving different flight attitudes. In this embodiment, the power propulsion unit 2 can be rotatably connected to the fuselage 1 via a rotary joint, and the structure of the rotary joint is the same as that of the first rotating component 6. The motor can be fixed on the fuselage 1. One end of the wing 3 can also be rotatably connected to the fuselage 1 via a rotary joint. The rotary joint between the wing 3 and the fuselage 1 includes a servo motor fixed on the fuselage 1. The servo motor can be fixed on the fuselage 1 via a motor mount. The servo motor is connected to the rotating component on the ducted fan 21 via gears. Of course, the rotary joint also includes parts such as a reducer, encoder, and bearings. In this embodiment, the flight modes of the aircraft include a first attitude and a second attitude. The first attitude includes the propulsion unit 2 being parallel to the fuselage 1, i.e., the axis of the propulsion unit 2 is parallel to the fuselage 1. At this time, the propulsion unit 2 can generate forward power, enabling the aircraft to perform some high-speed inspection operations. The second attitude includes the propulsion unit 2 being perpendicular to the fuselage 1, i.e., the axis of the propulsion unit 2 is perpendicular to the fuselage 1. At this time, the propulsion unit 2 can generate upward power, enabling the aircraft to perform some hovering or maintenance operations, improving the adaptability of the aircraft. The propulsion unit 2 is rotated to a first position or a second position through the first rotating component 6. When the propulsion unit 2 is working in the first position, the corresponding aircraft is in the first attitude. At this time, the wing 3 is also rotated through the rotary joint until the plane where the wing 3 is located is on the same plane as the fuselage 1, and the wing 3 can generate lift. When the propulsion unit 2 is working in the second position, the corresponding aircraft is in the second attitude. At this time, the wing 3 rotates relative to the fuselage 1 through the rotary joint, and the plane where the wing 3 is located is perpendicular to the fuselage 1, thereby reducing the air resistance of the aircraft when hovering and reducing energy consumption.

[0060] Optionally, the cruise flight direction refers to the forward direction of the aircraft during flight. The wing 3 can be located in front of the propulsion unit 2, or it can be located behind the propulsion unit 2.

[0061] like Figure 1 As shown, as one implementation method, the flight mode includes a first attitude and a second attitude. The first attitude includes the power propulsion unit 2 being parallel to the fuselage 1, that is, the axis of the power propulsion unit 2 being parallel to the fuselage 1. At this time, the power propulsion unit 2 can generate forward power, enabling the aircraft to perform some high-speed inspection operations.

[0062] The second attitude includes the propulsion unit 2 being perpendicular to the fuselage 1, meaning the axis of the propulsion unit 2 is perpendicular to the fuselage 1. In this position, the propulsion unit 2 can generate upward force, enabling the aircraft to perform hovering or maintenance operations, thus improving the aircraft's adaptability. The propulsion unit 2 rotates relative to the fuselage 1 via the first rotating component 6, simultaneously driving the wing 3 to rotate synchronously relative to the fuselage 1 to either the first or second position. When the propulsion unit 2 operates in the first position, the corresponding aircraft is in the first attitude. At this time, the plane containing the wing 3 is on the same plane as the fuselage 1, and the wing 3 can generate lift. When the propulsion unit 2 operates in the second position, the corresponding aircraft is in the second attitude. At this time, the plane containing the wing 3 is perpendicular to the fuselage 1, thereby reducing air resistance and energy consumption when the aircraft is hovering.

[0063] Optional, such as Figure 1 As shown, when the aircraft moves forward, the axis of the propulsion unit 2 and the plane containing the wing 3 are both on the same plane as the fuselage 1. In this way, the wing 3 can generate lift, and the propulsion unit 2 can generate forward propulsion. When the aircraft hovers, the axis of the propulsion unit 2 and the plane containing the wing 3 are both perpendicular to the fuselage 1. In this way, the propulsion unit 2 can generate hovering propulsion, and the plane containing the wing 3 is perpendicular to the fuselage 1, which can reduce air resistance.

[0064] like Figure 1 As shown, in one embodiment, a receiving member 10 is also provided between the two adapters 4. The receiving member 10 has a cavity in which some items can be placed, enabling the aircraft to carry cargo. Of course, in some cases, the receiving member 10 can also carry people.

[0065] Optionally, the housing 10 and the fuselage 1 can be welded or bolted together.

[0066] like Figure 2As shown, in one embodiment, each propulsion unit 2 includes at least one ducted fan 21, which can generate different power to the corresponding side of the aircraft. In addition, since the ducted fan 21 is cylindrical, it can also provide installation space for connection with the wing 3, so that when the ducted fan 21 rotates, it can drive the wing 3 to rotate synchronously.

[0067] Optionally, each propulsion unit 2 may include two ducted fans 21, or more.

[0068] In one implementation, the wing 3 includes a first wing 31 and a second wing 32; the second wing 32 can extend and retract relative to the first wing 31, thereby changing the unfolded area of ​​the wing 3. When the aircraft is in different flight attitudes, the wing 3 can unfold to different areas; the first wing 31 is connected to the ducted fan 21, so that the ducted fan 21 can drive the wing 3 to rotate relative to the fuselage 1.

[0069] Optionally, the first wing 31 is a fixed inner wing, and the second wing 32 is a movable outer wing. The first wing 31 is fixed to the fuselage 1, while the second wing 32 can achieve reciprocating linear motion through a slide rail, screw, or other mechanism, thereby changing the span of the wing 3. Alternatively, it can include a servo drive device, using a linkage and transmission module to achieve the extension and retraction of the wing 3; or it can utilize a ball screw to convert the rotational motion of a motor into linear motion, thereby driving the extension and retraction of the outer wing. The second wing 32 is generally mounted on a slide rail, which is usually fixed to the first wing 31, ensuring that the second wing 32 slides smoothly in a predetermined direction.

[0070] Optionally, the ducted fan 21 is fixed below the first wing 31.

[0071] like Figure 2 and 3 As shown, in a parallel implementation, the wing 3 includes a first wing 31 and a second wing 32; the first wing 31 and the second wing 32 are rotatably connected by a second rotating component 7, that is, the wing 3 can realize a folding function, thereby changing the unfolded area of ​​the wing 3. When the aircraft is in different flight attitudes, the wing 3 can unfold to different areas; the bottom of the first wing 31 is fixedly connected to the ducted fan 21, which improves the stability between the first wing 31 and the ducted fan 21, so that the ducted fan 21 can drive the wing 3 to rotate relative to the fuselage 1.

[0072] Optionally, the first wing 31 and the second wing 32 can be at different heights to avoid interference with each other during rotation.

[0073] Optionally, the second rotating component 7 includes a motor, which is the power source for the second rotating component 7. The motor is mounted on the first wing 31, and the output shaft of the motor is responsible for driving the second wing 32 to rotate. It also includes a reducer, which is used to reduce the speed of the motor and increase the torque, thereby improving the load capacity of the second rotating component 7. It also includes an encoder, which is used to measure the rotation angle and speed of the second rotating component 7, providing accurate feedback information to the control system, thereby realizing closed-loop control. It also includes a driver, which is used to control the movement of the motor, realizing the position, speed and torque control of the second rotating component 7. It also includes a motor mount, which is used to fix the motor to the first wing 31 to ensure the stability and integrity of the structure.

[0074] Optionally, the bottom of the first wing 31 can be fixedly connected to the ducted fan 21 by welding or bolting.

[0075] like Figure 2 and 3 As shown, in one implementation, the multimodal aircraft also includes a robotic arm 5, which is fixedly connected to a ducted fan 21. This allows the ducted fan 21 to rotate synchronously with the robotic arm 5 when it rotates relative to the fuselage 1. The robotic arm 5 does not require additional rotating joints, reducing production costs. The robotic arm 5 includes an end effector 8 for operation, which can perform grasping or maintenance functions, thus enriching the application scenarios of the aircraft. When the aircraft is in the first attitude of flight mode, the extension direction of the robotic arm 5 is opposite to the cruise flight direction of the aircraft. That is, the robotic arm 5 can extend backward at an angle or extend horizontally at an angle, thereby reducing air resistance during flight.

[0076] Of course, the robotic arm 5 and the ducted fan 21 can also be rotatably connected, that is, the robotic arm 5 can be controlled to rotate independently, thereby increasing the working space of the robotic arm 5.

[0077] Optionally, the robotic arm 5 and the ducted fan 21 can also be rotated together via a rotary joint.

[0078] Optionally, the robotic arm 5 is a multi-degree-of-freedom robotic arm. When the aircraft is in the first attitude of flight mode, the rotary joints on the robotic arm 5 can control the robotic arm 5 to be in a straight line, and can make the robotic arm 5 tilt backward or extend horizontally backward.

[0079] Optionally, when the robotic arm 5 is fixedly connected to the ducted fan 21, it can be by welding or bolting. Since the extension direction of the robotic arm 5 is opposite to the cruise flight direction of the aircraft when the aircraft is in the first attitude of flight mode, after the robotic arm 5 is fixedly connected to the ducted fan 21, the angle between the connecting arm on the robotic arm 5 and the ducted fan 21 is relatively fixed.

[0080] Optionally, the end effector 8 may include a mechanical gripper that grips an object using mechanical fingers; it may also be a pneumatic gripper that uses a pneumatic system to drive the fingers to grip the object, suitable for lightweight objects; or an electromagnetic gripper or a vacuum suction device, etc.; of course, the end effector 8 may also be a force / torque sensor for measuring the force and torque acting on the end effector 8; or it may be a vision sensor, such as a camera, for visual recognition and positioning, or a tactile sensor for sensing the surface characteristics and contact force of an object.

[0081] Optionally, the robotic arm includes a lever connected to the end effector 8, which is rotatably connected to the end effector 8, allowing the end effector 8 to rotate circumferentially relative to the lever, thereby increasing the flexibility of the end effector 8 and making operation more convenient; of course, the lever and the end effector 8 can also be fixedly connected, reducing one rotational joint and lowering production costs.

[0082] Optionally, the robotic arm 5 includes multiple arms, making the robotic arm 5 in this embodiment a multi-degree-of-freedom robotic arm.

[0083] The above description is merely an embodiment of this application and is not intended to limit the scope of protection of this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the scope of protection of this application.

[0084] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

[0085] It should be noted that, in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

Claims

1. A multi-mode aircraft, characterized in that, include: body; Two sets of propulsion units are respectively located on both sides of the fuselage; Two sets of movable legs are located under the fuselage to enable the multimodal aircraft to walk and move. When the propulsion unit is working, the multi-mode aircraft is in flight mode; when the movable legs are working, the multi-mode aircraft is in walking mode.

2. The multi-mode aircraft according to claim 1, characterized in that, The movable leg includes a first support leg and a second support leg. When the multi-mode aircraft is in flight mode, the first support leg and the second support leg are folded. When the multimodal aircraft is in walking mode, the first support leg and the second support leg are deployed.

3. The multi-mode aircraft according to claim 1 or 2, characterized in that, The bottom of the machine body is fixedly connected to one end of an adapter on both sides, and one end of the movable leg is rotatably connected to the other end of the adapter.

4. The multi-mode aircraft according to claim 3, characterized in that, The multimodal aircraft also includes at least one pair of wings, which are respectively located on both sides of the fuselage. The wings are fixedly connected to the power propulsion unit on the corresponding side. The power propulsion unit is rotatably connected to the adapter through a first rotating component and drives the wings to rotate synchronously relative to the fuselage.

5. The multi-mode aircraft according to claim 3, characterized in that, The power propulsion unit is rotatably connected to the fuselage; The multimodal aircraft also includes at least one pair of wings, which are movably connected to both sides of the fuselage. The wing and the propulsion unit on the same side are arranged side by side along the cruising direction of the aircraft.

6. The multi-mode aircraft according to claim 4, characterized in that, The flight mode includes a first attitude and a second attitude. The first attitude includes the power propulsion unit being parallel to the fuselage, and the second attitude includes the power propulsion unit being perpendicular to the fuselage. The power propulsion unit drives the wing to rotate synchronously relative to the fuselage to a first position or a second position through the first rotating component. When the power propulsion unit is working in the first position, the aircraft is in a first attitude. When the propulsion unit operates in the second position, the aircraft is in the second attitude.

7. The multi-mode aircraft according to claim 3, characterized in that, A receiving element is also provided between the two adapters, and the receiving element has a cavity.

8. The multi-mode aircraft according to claim 4, characterized in that, Each of the propulsion units includes at least one ducted fan.

9. The multi-mode aircraft according to claim 8, characterized in that, The wing includes a first wing and a second wing; the second wing is retractable relative to the first wing, and the first wing is connected to the ducted fan.

10. The multi-mode aircraft according to claim 8, characterized in that, The wing includes a first wing and a second wing, which are rotatably connected by a second rotating assembly, and the bottom of the first wing is fixedly connected to the ducted fan.

11. The multi-mode aircraft according to claim 8, characterized in that, The multimodal aircraft also includes a robotic arm, which is fixedly or rotatably connected to the ducted fan; the robotic arm includes an end effector for operation. When the aircraft is in the first attitude of flight mode, the extension direction of the robotic arm is opposite to the cruise flight direction of the aircraft.

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