Aircraft power and execution cooperation system, aircraft and multi-mode aircraft

Abstract

The utility model relates to the technical field of aircrafts, and provides a power and execution cooperation system of an aircraft, the aircraft and a multi-mode aircraft, the power and execution cooperation system of the aircraft comprises a power system used for being installed on an aircraft body, the power system comprises a ducted fan, and the ducted fan is used for being rotationally connected with the aircraft body through a rotating assembly; the ducted fan comprises a shell extending in the axial direction. And the at least one mechanical arm is connected with the shell, the mechanical arm comprises a tail end executor, and the tail end executor is used for operation work. According to the technical scheme, the power and execution cooperation system integrates the power system and the mechanical arm capable of conducting operation, the form can be flexibly adjusted, and the power and execution cooperation system adapts to self-adaptive advancing and operation in various scenes.

Description

Technical Field

[0001] This application relates to the field of aircraft technology, and more specifically, to a power and execution coordination system for an aircraft, an aircraft, and a multimodal aircraft. Background Technology

[0002] Currently, aircraft technology is developing rapidly and is widely used in consumer-grade aerial photography applications as well as industry-grade applications such as power line inspection, urban management, forestry, and emergency firefighting.

[0003] As various scenarios become increasingly diverse, traditional aircraft are unable to meet the complex requirements of actual flight missions and operations. While existing technologies employ propulsion systems or rotating wings to enable applicability to multiple scenarios, traditional unmanned aerial vehicles (UAVs) typically only perform data collection and monitoring analysis, limiting their operational scope and scenarios, and lacking flexibility and integration. Therefore, there is an urgent need for a multimodal aircraft that integrates propulsion and operational capabilities, can flexibly adjust its form, and adapt to adaptive travel and operations in various scenarios. Utility Model Content

[0004] The technical problem to be solved by this application is to provide a power and execution coordination system for an aircraft, an aircraft and a multi-mode aircraft. The power and execution coordination system integrates a power system and a robotic arm capable of performing operations into one unit, which can flexibly adjust its shape and adapt to adaptive travel and operation in various scenarios.

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

[0006] In a first aspect, this application provides a power and execution coordination system for an aircraft, comprising: a power system for mounting on the fuselage, the power system including a ducted fan, the ducted fan being rotatably connected to the fuselage via a rotating assembly, the ducted fan including a housing extending axially; and at least one robotic arm connected to the housing, the robotic arm including an end effector for performing operational tasks.

[0007] In the implementation of the above solution, the power and execution coordination system includes a power system, which is installed on the fuselage and can generate power for the aircraft. The power system includes a ducted fan, which is connected to the fuselage for rotation via a rotating component. When the ducted fan rotates relative to the fuselage, it can change different power directions of the aircraft. The ducted fan includes a shell extending along the axial direction. The execution coordination system includes at least one robotic arm, which is connected to the shell, so that when the ducted fan rotates, it can directly drive the robotic arm to rotate. The robotic arm does not need to be equipped with an additional rotating joint, reducing production costs. The robotic arm includes an end effector, which is used for operation. This integrates the power system and execution coordination system of this application into one unit. The ducted fan is responsible for generating propulsion power, and the robotic arm is responsible for operation. The ducted fan can drive the robotic arm to rotate together, flexibly adjust its shape, and adapt to adaptive travel and operation in various scenarios.

[0008] In one embodiment, the power system includes at least two ducted fans, each of which is rotatably connected to the fuselage, and each ducted fan has at least one robotic arm on its housing.

[0009] In the implementation of the above scheme, the power system includes at least two ducted fans, and each ducted fan is used to rotate with the fuselage. That is, each ducted fan can rotate relative to the fuselage to adjust the power direction. At the same time, at least one robotic arm is connected to the housing of each ducted fan, thereby improving the applicability of the power and execution coordination system and enabling it to operate in a variety of scenarios.

[0010] In one implementation, multiple ducted fans are symmetrically arranged on both sides of the fuselage.

[0011] In the implementation of the above scheme, multiple ducted fans are symmetrically arranged on both sides of the fuselage, thereby providing balanced power to the aircraft.

[0012] In one embodiment, the robotic arm is fixedly or rotatably connected to the housing.

[0013] In the implementation of the above solution, the robotic arm is fixedly connected to the housing, so that when the ducted fan rotates relative to the housing, it can synchronously drive the robotic arm to rotate. The robotic arm does not need to be equipped with an additional rotating joint, which reduces production costs. Of course, the robotic arm and the housing can also be rotatably connected, that is, the robotic arm can be controlled to rotate independently, thereby increasing the robotic arm's range of motion.

[0014] In one embodiment, the robotic arm includes a lever connected to the end effector, the lever being rotatably or fixedly connected to the end effector.

[0015] In the implementation of the above scheme, the robotic arm includes a lever connected to an end effector. The lever and the end effector are rotatably connected, which allows the end effector to rotate circumferentially relative to the lever, thereby increasing the flexibility of the end effector and making it easier to perform operations. Of course, the lever and the end effector can also be fixedly connected, reducing one rotating joint and lowering production costs.

[0016] Secondly, this application also provides an aircraft, including the power and execution coordination system of the aircraft provided in the first aspect, and further including: a fuselage; a ducted fan rotates relative to the fuselage through a rotating component and drives a robotic arm to rotate synchronously, wherein in the flight mode of the aircraft, the extension direction of the robotic arm is opposite to the flight direction of the aircraft.

[0017] In the implementation of the above scheme, the aircraft includes a fuselage. The ducted fan rotates relative to the fuselage through a rotating component, which can synchronously drive the robotic arm to rotate relative to the fuselage. This eliminates the need for additional rotating joints on the robotic arm, reducing production costs. When the aircraft is in flight mode, the extension direction of the robotic arm is opposite to the cruising flight direction of the aircraft. That is, the robotic arm can extend backward at an angle or extend horizontally at an angle, thereby reducing air resistance during flight.

[0018] In one embodiment, an adapter is provided on each side of the body. The adapter is fixedly connected to the body and extends downward. The housing is rotatably connected to the adapter through the rotating assembly.

[0019] In the implementation of the above solution, the two sides of the bottom of the fuselage are respectively fixedly connected to one end of an adapter and extend downward. The housing is rotatably connected to the adapter through a rotating assembly. By setting the adapter at the bottom of the fuselage, installation space is provided for the housing.

[0020] Thirdly, this application also provides a multimodal aircraft, including the aircraft provided in the second aspect. The multimodal aircraft further includes two sets of movable legs, which are located below the fuselage and are used to enable the multimodal aircraft to walk and move. When the movable legs are in operation, the multimodal aircraft is in walking mode.

[0021] In the implementation of the above solution, the multimodal aircraft also includes two sets of movable legs, which are located under the fuselage. These legs enable the multimodal aircraft to move and expand its application scenarios. When the movable legs are in operation, the multimodal aircraft is in walking mode, allowing it to handle special operational requirements. For example, in tunnels with no GPS signal and limited space, walking mode can avoid the risk of flight collisions and enable 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. Thus, the multimodal aircraft in this embodiment can perform different operations, expanding its application scenarios and improving its environmental adaptability.

[0022] 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.

[0023] In the implementation of the above scheme, 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.

[0024] In one embodiment, one end of the movable leg is further provided with a rotating member, which is connected to the second support leg. The rotating member can rotate relative to the second support leg, or it can remain stationary relative to the second support leg.

[0025] In the implementation of the above scheme, one end of the movable leg is equipped with a rotating component, which is connected to the second support leg. The rotating component can rotate relative to the second support leg, thereby increasing the movement speed of the aircraft in walking mode. Of course, the rotating component can also be stationary relative to the second support leg, so that the multi-mode aircraft can walk on uphill or downhill surfaces. Attached Figure Description

[0026] 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.

[0027] Figure 1 A schematic diagram of the power and execution coordination system of an aircraft provided in the embodiments of this application;

[0028] Figure 2 A schematic diagram of the structure of the aircraft provided in the embodiments of this application;

[0029] Figure 3 Schematic diagrams of the structure of multimodal aircraft provided in different embodiments of this application.

[0030] Icons: 1-body; 2-ducted fan; 21-casing; 4-adapter; 5-robotic arm; 51-arm; 6-rotating assembly; 8-end effector; 9-moving leg; 91-first support leg; 92-second support leg; 93-rotating component; 10-receiving component. Detailed Implementation

[0031] The technical solutions in the embodiments of this application will now be described with reference to the accompanying drawings.

[0032] 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.

[0033] Conventional aircraft can typically only perform data acquisition and monitoring analysis. This application provides a power and execution coordination system for an aircraft, which integrates the power system and the robotic arm 5 capable of performing operations into one unit, enabling operations in different scenarios and improving the adaptability of the aircraft.

[0034] like Figure 1As shown, in a first aspect, this application provides a power and execution coordination system for an aircraft, including a power system mounted on a fuselage 1 to generate power for the aircraft. The power system includes a ducted fan 2, which is rotatably connected to the fuselage 1 via a rotating component 6. When the ducted fan 2 rotates relative to the fuselage 1, it can change different power directions of the aircraft. The ducted fan 2 includes a housing 21 extending axially. The execution coordination system includes at least one robotic arm 5 connected to the housing 21, so that when the ducted fan 2 rotates, it can directly drive the robotic arm 5 to rotate, eliminating the need for additional rotating joints and reducing production costs. The robotic arm 5 includes an end effector 8 for operation, thus integrating the power system and execution coordination system into one unit. The ducted fan 2 is responsible for generating propulsion power, and the robotic arm 5 is responsible for operation. The ducted fan 2 can drive the robotic arm 5 to rotate together, flexibly adjusting its shape to adapt to various scenarios for adaptive travel and operation.

[0035] Optionally, in some cases, the power system and the execution coordination system can operate independently, i.e., they do not need to be installed on the fuselage 1.

[0036] 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.

[0037] Optionally, the rotating assembly 6 includes a motor, which is the power source for the rotating assembly 6. The motor is mounted on the housing 1, and the output shaft of the motor is responsible for driving the ducted fan 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 rotating assembly 6. It also includes an encoder, which is used to measure the rotation angle and speed of the rotating assembly 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 and realize the position, speed and torque control of the rotating assembly 6. It also includes a motor mount, which is used to fix the motor to the housing 1 to ensure the stability and integrity of the structure.

[0038] like Figure 2 and 3As shown, in one embodiment, the power system includes at least two ducted fans 2, and each ducted fan 2 is rotatably connected to the body 1, that is, each ducted fan 2 can rotate relative to the body 1 to adjust the power direction. At the same time, at least one robotic arm 5 is connected to the housing 21 of each ducted fan 2, thereby improving the applicability of the power and execution coordination system and enabling it to operate in a variety of scenarios.

[0039] Optionally, the power system may also include three ducted fans 2, or four, or more; one or more robotic arms 5 can be connected to each housing 21, thereby increasing the application scenarios of the product.

[0040] like Figure 2 and 3 As shown, in one implementation, multiple ducted fans 2 are symmetrically arranged on both sides of the fuselage 1, thereby providing balanced power to the aircraft.

[0041] like Figure 1 As shown, in one embodiment, the robotic arm 5 is fixedly connected to the housing 21, so that when the ducted fan 2 rotates relative to the body 1, it can synchronously drive the robotic arm 5 to rotate. The robotic arm 5 does not need to be equipped with an additional rotating joint, thus reducing production costs. Of course, the robotic arm 5 and the housing 21 can also be rotatably connected, that is, the robotic arm 5 can be controlled to rotate independently, thereby increasing the activity space of the robotic arm 5.

[0042] Optionally, the robotic arm 5 and the housing 21 can be rotatably connected by a rotary joint. The rotary joint includes a servo motor fixed on the housing 21. The servo motor can be fixed on the housing 21 by a motor mount. The servo motor is connected to the rotating parts on the robotic arm 5 through gears. Of course, the rotary joint also includes parts such as a reducer, encoder, and bearings.

[0043] Optionally, the robotic arm 5 can be fixedly connected to the housing 21 by welding or by bolting. Since the extension direction of the robotic arm 5 is opposite to the cruising flight direction of the aircraft when the aircraft is in flight mode, the angle between the arm 51 fixedly connected to the housing 21 and the housing 21 is relatively fixed after the robotic arm 5 is fixedly connected to the housing 21.

[0044] like Figure 1 As shown, in one embodiment, the robotic arm 5 includes a lever 51 connected to the end effector 8. The lever 51 is rotatably connected to the end effector 8, so that the end effector 8 can rotate circumferentially relative to the lever 51, thereby increasing the flexibility of the end effector 8 and making it easier to perform operations. Of course, the lever 51 and the end effector 8 can also be fixedly connected, reducing one rotating joint and lowering production costs.

[0045] Optionally, the robotic arm 5 includes multiple levers 51, making the robotic arm 5 in this embodiment a multi-degree-of-freedom robotic arm.

[0046] like Figure 1 and 2 As shown, in a second aspect, embodiments of this application provide an aircraft, including the power and execution coordination system of the aircraft provided in the first aspect. The aircraft includes a fuselage 1, and a ducted fan 2 rotates relative to the fuselage 1 via a rotating component 6, which can synchronously drive a robotic arm 5 to rotate relative to the fuselage 1, so that the robotic arm 5 does not need to be equipped with an additional rotating joint, thus reducing production costs. When the aircraft is in 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 the air resistance of the aircraft during flight.

[0047] 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.

[0048] like Figure 2 As shown, in one embodiment, the bottom sides of the body 1 are respectively fixedly connected to one end of an adapter 4 and extend downward. The housing 21 is rotatably connected to the adapter 4 through the rotating assembly 6. By setting the adapter 4 at the bottom of the body 1, installation space is provided for the housing 21.

[0049] Optionally, the adapter 4 is set perpendicular to the body 1, or the adapter 4 is set at an angle to the body 1.

[0050] 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.

[0051] Optionally, in some cases, the housing 21 can also be directly rotatably connected to the body 1.

[0052] like Figure 3 As shown, optionally, a receiving component 10 is provided between the two adapters 4. The receiving component 10 has a chamber in which some items can be placed, enabling the aircraft to carry cargo. Of course, in some cases, the receiving component 10 can also carry people.

[0053] Optionally, the housing 10 and the fuselage 1 can be welded or bolted together.

[0054] like Figure 3As shown, in a third aspect, this application embodiment provides a multimodal aircraft, including the aircraft provided in the second aspect. The multimodal aircraft also includes two sets of movable legs 9, which are located below the fuselage 1, enabling the multimodal aircraft to walk and move, thus improving the application scenarios of the multimodal aircraft. When the movable legs 9 are working, the multimodal aircraft is in walking mode, allowing it to handle the operational requirements of special scenarios. For example, in tunnels with no GPS signal and narrow spaces, the walking mode can avoid the risk of flight collisions and complete 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 can stably collect detailed data such as soil and pests, reducing flight energy consumption. Thus, the multimodal aircraft in this application embodiment can perform different operations, improving the application scenarios of the multimodal aircraft and enhancing the environmental adaptability of the product.

[0055] Optionally, each group of movable legs 9 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.

[0056] Optionally, the ducted fan 2 does not operate when the aircraft is in walking mode.

[0057] like Figure 3 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.

[0058] 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.

[0059] 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.

[0060] 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.

[0061] 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.

[0062] 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.

[0063] like Figure 3As shown, in one embodiment, 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.

[0064] 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.

[0065] 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.

[0066] 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.

[0067] 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 power and performance coordination system for an aircraft, characterized by, The utility model relates to a power and execution cooperative system of a multi-modal aircraft, comprising: a power system for being mounted on a fuselage, the power system comprising a ducted fan, the ducted fan being rotatably connected to the fuselage through a rotating assembly, the ducted fan comprising a housing extending in an axial direction; at least one mechanical arm connected to the housing, the mechanical arm comprising an end effector, the end effector being used for operating a task.

2. The power and execution synergy system of claim 1, wherein, The power system comprises at least two ducted fans, each of which is rotatably connected to the fuselage, and at least one mechanical arm is arranged on the housing of each ducted fan.

3. The power and execution synergy system of claim 2, wherein, The plurality of ducted fans are symmetrically arranged on both sides of the fuselage.

4. The power and execution synergy system of any one of claims 1 to 3, wherein, The mechanical arm is fixedly connected or rotatably connected to the housing.

5. The power and execution synergy system of any one of claims 1 to 3, wherein, The mechanical arm comprises an arm rod connected to the end effector, the arm rod being rotatably connected or fixedly connected to the end effector.

6. An aircraft, characterized in that The utility model relates to a power and execution cooperative system of a multi-modal aircraft, comprising: a fuselage; a ducted fan being rotatable relative to the fuselage through a rotating assembly and driving a mechanical arm to rotate synchronously, in a flight mode of the aircraft, an extension direction of the mechanical arm being opposite to a flight direction of the aircraft.

7. The aircraft of claim 6, wherein, Each side of the fuselage is provided with a connector, the connector being fixedly connected to the fuselage and extending downward, and the housing being rotatably connected to the connector through the rotating assembly.

8. A multi-modal aircraft, characterized by, The utility model relates to a power and execution cooperative system of a multi-modal aircraft, comprising: two groups of movable legs arranged below the fuselage and used for moving the multi-modal aircraft on foot; 9. The multi-modal aircraft of claim 8, wherein, When the movable legs are in operation, the multi-modal aircraft is in a walking mode. The movable legs comprise a first support leg and a second support leg, the first support leg and the second support leg being folded when the multi-modal aircraft is in a flight mode.

10. The multi-modal aircraft of claim 9, wherein, The first support leg and the second support leg are unfolded when the multi-modal aircraft is in a walking mode. One end of the movable leg is further provided with a rotating member, the rotating member being connected to the second support leg, the rotating member being rotatable relative to the second support leg, or the rotating member being stationary relative to the second support leg.

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