High-wind-resistance aircraft based on vector control

Abstract

The utility model discloses a high wind resistance aircraft based on vector control, which comprises a fuselage, wings, an empennage, a first vector control module, a second vector control module, a flight detection module and a flight control module, the wings are arranged along the front edge and the rear edge of the X axis, and the empennage is provided with the first vector control module. The first vector control module comprises a first rotor wing and a first tilting part, the first tilting part is rotatably connected to the wing or the empennage around the Y axis, the second vector control module comprises a second rotor wing and a second tilting part, and the second tilting part is rotatably connected to the center of the empennage along the Y axis around the Z axis; through the combination of multiple groups of first vector control modules and second vector control modules, the flight control module can obtain the current flight state of the aircraft according to the flight parameters, and then accurate vector control is performed on the first vector control modules and the second vector control modules, so that the aircraft is kept in a stable flight state; and the wind resistance of the aircraft is improved.

Description

Technical Field

[0001] This utility model relates to the field of aircraft technology, and in particular to a high wind-resistant aircraft based on vector control. Background Technology

[0002] Vertical takeoff and landing (VTOL) fixed-wing aircraft combine the advantages of fixed-wing aircraft and multi-rotor aircraft. They can take off and land vertically like helicopters, and can also cruise like fixed-wing aircraft after takeoff. For harsh flight environments with strong winds, such as high-altitude strong wind inspections and high sea state monitoring and information collection at sea, related technologies use multiple pairs of control surfaces on the trailing edge of the wing to overcome strong wind interference. However, this method has limited optimization of the overall configuration of the aircraft in terms of wind resistance. For example, when switching between VTOL and horizontal cruise, the redundant control surfaces cannot effectively cope with the aerodynamic interference of rotor microflow and wings and fuselage, as well as the impact of changes in the aircraft's center of gravity, making it difficult to stabilize the aircraft's flight attitude and limiting its wind resistance. Utility Model Content

[0003] This invention aims to solve at least one of the technical problems existing in the prior art. To this end, this invention proposes a high-wind-resistance aircraft based on vector control, which can improve the wind resistance performance and the stability of the aircraft's attitude control.

[0004] The high wind-resistant aircraft based on vector control according to the embodiments of this utility model includes:

[0005] body;

[0006] The wings are symmetrically arranged on both sides of the fuselage along the Y-axis;

[0007] The tail fin is located at the rear of the fuselage and is symmetrically arranged on both sides of the fuselage along the Y-axis;

[0008] The first vector control module is provided at least on the leading edge of the wing along the X-axis and on both sides of the tail along the Y-axis in the positive and negative directions; or, the first vector control module is provided at least on the leading edge and trailing edge of the wing along the X-axis. The first vector control module includes a first rotor and a first tilting part, the first rotor being rotatably connected to one end of the first tilting part, and the other end of the first tilting part being rotatably connected to the wing or the tail about the Y-axis.

[0009] The second vector control module includes a second rotor and a second tilting part. The second rotor is rotatably connected to one end of the second tilting part, and the other end of the second tilting part is rotatably connected to the center of the tail fin along the Y-axis around the Z-axis.

[0010] The flight detection module is used to detect the flight parameters of the aircraft.

[0011] The flight control module is communicatively connected to the first vector control module and the second vector control module, and is configured to control the rotation of the first rotor, the second rotor, the first tilting section, and the second tilting section according to the flight parameters.

[0012] The vector-controlled high-wind-resistance aircraft according to the embodiments of the present invention has at least the following beneficial effects:

[0013] In this invention, by combining multiple sets of first vector control modules and second vector control modules, the flight control module can obtain the current flight status of the aircraft based on the flight parameters detected by the flight detection module, and then perform precise vector control on the first vector control module and the second vector control module. This enables the aircraft to quickly adjust its attitude and maintain a stable flight state during different flight phases, especially when switching from vertical takeoff to horizontal cruise and when encountering strong winds, thereby improving the aircraft's wind resistance performance.

[0014] According to some embodiments of the present invention, the first vector control module is provided on both the leading and trailing edges of the wing and on both sides of the tail fin along the positive and negative directions of the Y-axis.

[0015] According to some embodiments of the present invention, the first vector control module located at the leading edge of the wing and the first vector control module located at the trailing edge of the wing are offset along the Y-axis;

[0016] And / or, the trailing edge of the tail fin is provided with an elevator, the elevator is symmetrically arranged on both sides of the fuselage along the Y-axis, and the elevator is located in the slipstream region of the first vector control module connected to the trailing edge of the wing.

[0017] According to some embodiments of the present invention, the trailing edge of the wing is provided with flaps and ailerons, and each wing is connected to the first vector control module. The first vector control module connected to the trailing edge of the wing is located on the side of the flap facing away from the aileron.

[0018] According to some embodiments of the present invention, the first vector control module connected to the trailing edge of the wing is located on the side of the flap facing away from the aileron.

[0019] According to some embodiments of the present invention, the flap is disposed on the rear side of the first vector control module located at the leading edge of the wing.

[0020] According to some embodiments of the present invention, the trailing edge of the tail fin is provided with an elevator, the elevator is symmetrically arranged on both sides of the fuselage along the Y-axis, the elevator is configured to communicate with the flight control module, and the flight control module can control the elevator to swing up and down.

[0021] According to some embodiments of the present invention, the elevator is provided on the trailing edge of the tail fin located on the left and right sides of the fuselage. The tail fin located on the left side of the fuselage is the left tail fin, the tail fin located on the right side of the fuselage is the right tail fin, the wing located on the left side of the fuselage is the left wing, and the wing located on the right side of the fuselage is the right wing.

[0022] The elevator on the left tail fin is located within the slipstream region of the first vector control module on the trailing edge of the left wing, and the elevator on the right tail fin is located within the slipstream region of the first vector control module on the trailing edge of the right wing.

[0023] According to some embodiments of the present invention, the first vector control module further includes a first motor, a first servo motor and a first bracket. The first motor is connected to the first rotor and is used to drive the first rotor to rotate. The first tilting part is rotatably connected to the first servo motor around the Y-axis. The first servo motor is fixed to the end of the first bracket and the first bracket is fixed to the wing or the tail fin.

[0024] The second vector control module also includes a second motor, a second servo, and a second bracket. The second motor is connected to the second rotor and is used to drive the second rotor to rotate. The second tilting part is rotatably connected to the second servo around the Y-axis. The second servo is fixed to the end of the second bracket. The second bracket is fixed to the rear side of the tail fin and located at the center of the Y-axis.

[0025] According to some embodiments of the present invention, it also includes landing gear located below the fuselage.

[0026] Additional aspects and advantages of this invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0027] The present invention will be further described below with reference to the accompanying drawings and embodiments, wherein:

[0028] Figure 1 This is a three-dimensional schematic diagram of an embodiment of the high wind-resistant aircraft based on vector control of this utility model. The aircraft is in a horizontal cruising state.

[0029] Figure 2 This is a schematic diagram of the structure of the first vector control module and the second vector control module;

[0030] Figure 3 for Figure 1 Left view of the aircraft;

[0031] Figure 4 for Figure 1 Rear view of the aircraft;

[0032] Figure 5 This is a schematic diagram of an aircraft in vertical takeoff and landing and hovering states;

[0033] Figure 6 for Figure 5 Top view of the aircraft;

[0034] Figure 7 for Figure 5 Rear view of the aircraft.

[0035] Figure label:

[0036] Fuselage 100; Wing 200; Tail 300; First vector control module 400; First rotor 410, First tilting section 420, First motor 430, First servo 440, First support 450; Second vector control module 500, Second rotor 510, Second tilting section 520, Second motor 530, Second servo 540, Second support 550; Landing gear 600; Flaps 700; Ailerons 800; Elevator 900. Detailed Implementation

[0037] The embodiments of this utility model are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain this utility model, and should not be construed as limiting this utility model.

[0038] In the description of this utility model, it should be understood that the directional descriptions, such as up, down, front, back, left, right, etc., indicate the directional or positional relationship based on the directional or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this utility model.

[0039] In the description of this utility model, "several" means one or more, "multiple" means two or more, "greater than," "less than," and "exceeding" are understood to exclude the stated number, while "above," "below," and "within" are understood to include the stated number. The use of "first" and "second" in the description is merely for distinguishing technical features and should not be construed as indicating or implying relative importance, or implicitly indicating the number of indicated technical features, or implicitly indicating the order of the indicated technical features.

[0040] In the description of this utility model, unless otherwise explicitly defined, terms such as "setting," "installation," and "connection" should be interpreted broadly, and those skilled in the art can reasonably determine the specific meaning of the above terms in this utility model in conjunction with the specific content of the technical solution.

[0041] In the description of this utility model, the terms "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of this utility model. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0042] This utility model provides a high wind-resistant aircraft (hereinafter referred to as the aircraft) based on vector control. For ease of description, this utility model is defined as follows: the Z-axis and Y-axis are perpendicular to each other. The X-axis is defined as the forward and backward direction of the aircraft. The direction of the aircraft's nose is forward and is the positive direction of the X-axis. The Y-axis is defined as the left and right direction of the aircraft. When facing the front of the aircraft, the right side of the aircraft is the positive direction of the Y-axis. The Z-axis is defined as the up and down direction of the aircraft, and the direction of the aircraft's center of gravity upward is the positive direction of the Z-axis.

[0043] Reference Figure 1 The aircraft comprises a fuselage 100, wings 200, and a tail 300. Two wings 200 are symmetrically arranged along the Y-axis on both sides of the fuselage 100. Two tail 300s are located at the rear of the fuselage 100 and are also symmetrically arranged along the Y-axis on both sides of the fuselage 100. Both the wings 200 and the tail 300 are fixed to the sides of the fuselage 100, giving the aircraft a fixed-wing configuration. Landing gear 600s are located below the fuselage 100 along the Z-axis and are spaced apart along the X-axis to support the aircraft during parking, taxiing, takeoff, and landing.

[0044] Combination Figure 1 and Figure 2The aircraft also includes a first vector control module 400 and a second vector control module 500. The first vector control module 400 includes a first rotor 410 and a first tilting section 420, both of which are capable of rotation. The first rotor 410 is connected to one end of the first tilting section 420. The airflow generated by the rotation of the first rotor 410 can provide lift and thrust to the aircraft. The first tilting section 420 can drive the first rotor 410 to rotate synchronously, thereby changing the direction of the airflow generated by the first rotor 410. The second vector control module 500 includes a second rotor 510 and a second tilting section 520, both of which are capable of rotation. The second rotor 510 is connected to one end of the second tilting section 520. The airflow generated by the rotation of the second rotor 510 can provide thrust to the aircraft. The second tilting section 520 can drive the second rotor 510 to rotate synchronously, thereby changing the direction of the airflow generated by the second rotor 510. It should be noted that the rotation axis of the first tilting part 420 is perpendicular to the rotation axis of the first rotor 410, and the rotation axis of the second tilting part 520 is perpendicular to the rotation axis of the second rotor 510.

[0045] Specifically, at least the leading edge of the wing 200 along the X-axis and both sides of the tail 300 along the positive and negative Y-axis are provided with a first vector control module 400. That is, the leading edges of the left and right wings 200, the left side of the left tail 300, and the right side of the right tail 300 are all provided with a first vector control module 400, and the first vector control modules 400 located on the left and right sides of the fuselage 100 are symmetrically arranged with respect to the fuselage 100. Alternatively, at least the leading and trailing edges of the wing 200 along the X-axis are provided with a first vector control module 400. That is, the leading and trailing edges of the left and right wings 200 and the leading and trailing edges of the right wing 200 are all provided with a first vector control module 400, and the first vector control modules 400 located on the left and right sides of the fuselage 100 are symmetrically arranged with respect to the fuselage 100. The first tilting part 420 in the first vector control module 400 is rotatably connected to the wing 200 or the tail 300 around the Y-axis. When the first tilting part 420 is driven to tilt relative to the wing 200 or the tail 300 around the Y-axis, the airflow direction of the corresponding first vector control module 400 can be changed. For example, the first tilting part 420 can switch between a horizontal state and a vertical state by rotating around the Y-axis. When the first tilting part 420 is in a horizontal state, the first rotor 410 rotates around the Y-axis and can generate horizontal thrust. When the first tilting part 420 is in a vertical state, the first rotor 410 rotates around the Z-axis and can generate vertical lift. When the first tilting part 420 switches between a horizontal state and a vertical state, the airflow generated by the first rotor 410 has two components: horizontal thrust and vertical lift.

[0046] The second vector control module 500 is located at the center of the tail fin 300 along the Y-axis. Specifically, the second vector control module 500 is located behind the tail fin 300, and the second tilting part 520 is rotatably connected to the center of the tail fin 300 along the Y-axis around the Z-axis. When the second tilting part 520 is driven to tilt around the Z-axis, the second vector control module 500 swings left and right, simultaneously changing the airflow direction of the second vector control module 500. For example, when the second tilting part 520 rotates to the right from the center position of the tail fin 300, the second vector control module 500 swings to the right side of the center of the tail fin 300, and the airflow generated by the second vector control module 500 has two directional force components: one along the positive X-axis and the other along the negative Y-axis.

[0047] The aircraft also includes a flight detection module, which is used to detect the aircraft's flight parameters. These parameters include, but are not limited to, the rotational speeds of the first rotor 410 and the second rotor 510; the rotational angles of the first tilting section 420 and the second tilting section 520; the wind speed and direction in the area where the aircraft is currently located; the aircraft's current angular velocity, speed, and linear acceleration; the aircraft's current heading; and the air pressure in the area where the aircraft is currently located. For example, the flight detection module includes an anemometer, which is located at the nose of the fuselage 100 and is used to detect wind speed and direction; or, the flight detection module includes a gyroscope, which detects the angular velocity of the aircraft and can sense the attitude changes of the aircraft caused by wind disturbance, so as to stabilize the flight state of the aircraft; or, the flight detection module includes an accelerometer, which is used to detect the linear acceleration of the aircraft and can sense the displacement changes of the aircraft caused by wind disturbance, so as to adjust the thrust and attitude of the aircraft to resist wind disturbance; or, the flight detection module includes a magnetometer, which is used to detect the heading of the aircraft to determine whether the wind disturbance causes the aircraft to yaw and helps the aircraft to adjust its heading; or, the flight detection module includes a barometer, which detects the current barometric altitude of the aircraft to determine whether the wind disturbance causes the aircraft to experience altitude fluctuations and helps the aircraft to adjust its control surfaces and stabilize its altitude.

[0048] The aircraft also includes a flight control module, which is located inside the fuselage 100. The flight control module includes a PID controller and is communicatively connected to the first vector control module 400 and the second vector control module 500. The communication connection method is not limited to wires, infrared, Bluetooth, etc. The flight control module is used to control the first vector control module 400 and the second vector control module 500 based on flight parameters provided by the flight detection module. The flight control module can reference various flight parameters during flight, thereby improving the reliability and safety of the aircraft's flight.

[0049] In addition, the aircraft also includes a navigation module, which can be equipped with infrared obstacle avoidance detection, radar, etc. The navigation module is connected to the flight control module. The flight control module can control the first vector control module 400 and the second vector control module 500 according to the navigation information of the navigation module, so that the aircraft has an autonomous navigation and automatic control system.

[0050] The flight control module controls the first vector control module 400 and the second vector control module 500 by controlling the first rotor 410, the second rotor 510, the first tilting part 420, and the second tilting part 520 to rotate, thereby changing the rotational speed of the first rotor 410 and the second rotor 510, and thus adjusting the magnitude of the lift or thrust provided by the first vector control module 400 and the second vector control module 500, or changing the angle of the first tilting part 420 and the second tilting part 520, thereby adjusting the direction of the thrust provided by the first vector control module 400 and the second vector control module 500.

[0051] The aircraft has flight states including vertical takeoff, hovering, horizontal cruise, and vertical landing. Furthermore, when in horizontal cruise, it also has yaw, roll, and pitch control modes. Traditional aircraft face challenges such as complex power system transitions and aerodynamic interference when switching between vertical takeoff / landing and horizontal cruise. In strong winds, traditional aircraft can only control wind interference through combinations of different control surfaces on the wing 200. However, this control method cannot effectively address the aerodynamic interference from the rotor wake and the wing 200 and fuselage 100, as well as the effects of changes in the aircraft's center of gravity, leading to flight instability and limited wind resistance.

[0052] In this invention, when the aircraft switches from a vertical takeoff state to a horizontal cruise state, the first vector control module 400 connected to the leading edge of the wing 200 provides the main lift. The flight control module controls the first vector modules connected to the leading and trailing edges of the wing 200 to gradually reduce the lift and switch the thrust direction to horizontal. Specifically, the flight control module controls the first tilting section 420 connected to the leading and trailing edges of the wing 200 to switch from a vertical to a horizontal state, causing the thrust provided by the first vector control modules 400 on the leading and trailing edges of the wing 200 to switch from vertical to horizontal, thus achieving a smooth transition from vertical takeoff to horizontal cruise. Furthermore, since the aircraft's center of gravity is located between the leading and trailing edges of the wing 200 along the Y-axis, by simultaneously controlling the first vector control modules 400 on the leading and trailing edges of the wing 200 to provide both lift and thrust, the influence of the aircraft's center of gravity position on flight can be taken into account, maintaining the aircraft's balance and improving flight stability.

[0053] Alternatively, when the aircraft transitions from vertical takeoff to horizontal cruise, the primary lift is provided by the first vector control module 400 connected to the leading edge of the wing 200. The flight control module controls the first vector control modules 400 connected to the leading edge of the wing 200 and both sides of the tail 300 to gradually reduce the lift and switch the thrust direction to horizontal. Specifically, the flight control module controls the first tilting sections 420 connected to the leading edge of the wing 200 and both sides of the tail 300 to switch from a vertical to a horizontal state, so that the thrust provided by the first vector control modules 400 on the leading edge of the wing 200 and the tail 300 changes from vertical to horizontal, achieving a smooth transition from vertical takeoff to horizontal cruise. Furthermore, the aircraft's center of gravity is located between the leading and trailing edges of the wing 200 along the Y-axis. By simultaneously controlling the first vector control modules 400 on the leading edge of the wing 200 and the tail 300 to provide both lift and thrust, the influence of the aircraft's center of gravity position on flight can be taken into account, keeping the aircraft balanced and improving flight stability.

[0054] It should be noted that when the aircraft switches from vertical takeoff to horizontal cruise, the flight control module can also simultaneously control the first tilting parts 420 connected to the leading edge of the wing 200, the trailing edge of the wing 200 and both sides of the tail 300 to switch from a vertical state to a horizontal state, so that the thrust provided by the first vector control module 400 on the leading edge of the wing 200 and the tail 300 switches from vertical to horizontal.

[0055] When the wind field in the flight area where the aircraft is located changes, the flight control module controls the second tilting part 520 to rotate according to the flight parameters such as wind direction, wind speed, angular velocity, limited acceleration, and heading detected by the flight detection module. This is to quickly adjust the lateral force of the tail 300 to resist yaw interference caused by strong winds. Alternatively, it can simultaneously control the two first rotors 410, which are symmetrically arranged relative to the fuselage 100, to generate a thrust difference to resist strong winds and prevent the aircraft from rolling or yawing. For example, when the right side of the aircraft's nose encounters a strong wind flowing to the left, the aircraft tends to yaw to the right. The flight control module controls the second tilting section 520 to yaw to the left according to the wind direction and speed, and the second vector control module 500 provides a rightward thrust to the tail of the aircraft to resist the yaw interference caused by the strong wind. Alternatively, the flight control module increases the rotational speed of the first rotor 410 in the first vector control module 400 connected to the right wing 200, or decreases the rotational speed of the first rotor 410 in the first vector control module 400 connected to the left wing 200, to increase the rearward thrust provided by the first vector control module 400 on the right, or decrease the rearward thrust provided by the first vector control module 400 on the left, so that the aircraft tends to tilt to the left to resist the yaw interference caused by the strong wind.

[0056] In this invention, by combining multiple sets of first vector control modules 400 and second vector control modules 500, the flight control module can obtain the current flight status of the aircraft based on the flight parameters detected by the flight detection module, and then perform precise vector control on the first vector control module 400 and the second vector control module 500. This enables the aircraft to quickly adjust its attitude and maintain a stable flight state during different flight phases, especially when switching from vertical takeoff to horizontal cruise and when encountering strong winds, demonstrating superior wind resistance performance.

[0057] It should be noted that the leading and trailing edges of the wing 200 and the left and right sides of the tail 300 along the Y-axis are all equipped with first vector control modules 400. That is, the leading and trailing edges of the left and right wings 200, the left side of the left tail 300, and the rear side of the right tail 300 are all equipped with first vector control modules 400. When the aircraft is in different flight states or control modes, the flight control module can control some or all of the first vector control modules 400 to operate according to the flight parameters provided by the flight detection module, so that the aircraft can take into account stable flight under different flight conditions and the flight control is more flexible.

[0058] For example, refer to Figures 5 to 7 During the vertical takeoff and landing phase, the flight control module controls the rotational speed of the first rotor 410 and the tilt angle of the first tilting section 420 in the first vector control module 400 located at the leading edge of the wing 200, adjusting the magnitude and direction of the aircraft's lift. Simultaneously, the first vector control module 400 located at the trailing edge of the wing 200 also assists in providing lift and adjusting the aircraft's attitude, achieving stable vertical takeoff and landing. Figure 3 and Figure 4 When the aircraft transitions from vertical takeoff to horizontal cruise, the flight control module controls the first rotor 410 in the first vector control module 400 at the leading edge of the wing 200 to reduce its rotational speed and adjust the tilt angle of the first tilting section 420 to gradually reduce lift and adjust the thrust direction. The first vector control module 400 at the trailing edge of the wing 200 works in coordination to ensure a smooth transition for the aircraft. When the aircraft is in the horizontal cruise phase, the flight control module controls the first vector control module 400 located at the trailing edge of the wing 200 and the second vector control module 500 at the center of the tail fin 300 to adjust the aircraft's flight attitude and maintain stable flight, depending on the interference of the external wind field.

[0059] like Figure 2In the illustrated embodiment, the first vector control module 400 further includes a first motor 430, a first servo motor 440, and a first support 450. The first motor 430 is connected to the first rotor 410 and is used to drive the first rotor 410 to rotate. A first tilting part 420 is rotatably connected to the first servo motor 440 around the Y-axis. The first servo motor 440 is fixed to the end of the first support 450, which is fixed to the wing 200 or the tail fin 300. The first motor 430 is fixed to the first tilting part 420, and the first tilting part 420, driven by the first servo motor 440, drives the first motor 430 and the first rotor 410 to rotate synchronously around the Y-axis. The flight control module is communicatively connected to the first motor 430 and the first servo motor 440, and changes the rotational speed of the first rotor 410 by controlling the first motor 430 and changes the deflection angle of the first tilting part 420 by controlling the first servo motor 440.

[0060] Similarly, the second vector control module 500 also includes a second motor 530, a second servo motor 540, and a second support 550. The second motor 530 is connected to the second rotor 510 and drives the second rotor 510 to rotate. The second tilting part 520 is rotatably connected to the second servo motor 540 around the Y-axis. The second servo motor 540 is fixed to the end of the second support 550, which is fixed to the rear side of the tail fin 300 and located at the center of the Y-axis. The second motor 530 is fixed to the second tilting part 520, and the second tilting part 520 is driven by the second servo motor 540 to drive the second motor 530 and the second rotor 510 to rotate synchronously around the Y-axis. The flight control module is communicatively connected to the second motor 530 and the second servo motor 540, and changes the rotational speed of the second rotor 510 by controlling the second motor 530, and changes the deflection angle of the second tilting part 520 by controlling the second servo motor 540.

[0061] It should be noted that the first vector control module 400 and the second vector control module 500 adopt a modular design with a simple structure. The first support 450, the second support 550, the first tilting part 420, and the second tilting part 520 are all made of carbon fiber material, which gives the first vector control module 400 and the second vector control module 500 high structural strength and improves the safety performance of the aircraft.

[0062] In one embodiment, reference is made to Figure 1The first vector control module 400 located at the leading edge of the wing 200 is offset from the first vector control module 400 located at the trailing edge of the wing 200 along the Y-axis to prevent airflow from flowing backward from the leading edge of the wing 200 and causing aerodynamic interference to the trailing edge of the wing 200, thus improving the reliability and safety of the aircraft's flight control. The wing 200 has a large wingspan, and multiple first vector control modules 400 can be installed on the leading edge of the wing 200. These multiple first vector control modules 400 are symmetrically arranged on the left and right sides of the fuselage 100; that is, at least two first vector control modules 400 can be installed on the leading edge of both the left and right wings 200. The synchronous movement of these multiple first vector control modules 400 can increase the thrust and lift provided to the aircraft, improve the aircraft's cruise capability, and make the aircraft's flight control more flexible.

[0063] In addition, the first vector control module 400 located at the leading edge of the wing 200 is located along the Y-axis on the side of the tail 300 facing away from the fuselage 100, so as to ensure that the airflow generated by the first vector control module 400 at the leading edge of the wing 200 does not pass through the tail 300, thereby avoiding airflow disturbance from interfering with the tail 300's control of the aircraft's pitch attitude and maintaining control surface stability.

[0064] The trailing edge of the wing 200 is provided with flaps 700 and ailerons 800. The flaps 700 are symmetrically arranged with respect to the fuselage 100 along the Y-axis, and the ailerons 800 are symmetrically arranged with respect to the fuselage 100 along the Y-axis. The flaps 700 can deflect up and down relative to the wing 200 to increase lift and speed during takeoff and to increase lift and speed during landing. The ailerons 800 can deflect down relative to the wing 200 to generate a rolling moment for the aircraft to roll.

[0065] In one embodiment, the first vector control module 400, connected to the trailing edge of the wing 200, is located on the side of the flap 700 facing away from the aileron 800. The first vector control module 400 is closer to the fuselage 100 than the flap 700. This arrangement allows the rudder on the tail 300 to be located within the slipstream region of the first vector control module 400 at the trailing edge of the wing 200. Furthermore, it offsets the first vector control module 400 located at the trailing edge of the wing 200 from the one located at the leading edge of the wing 200 along the Y-axis, avoiding aerodynamic interference. Additionally, the flap 700 is positioned behind the first vector control module 400 located at the leading edge of the wing 200. Since the flap 700 primarily provides lift during the UAV's ascent and descent, while the first vector control module 400 at the leading edge of the wing 200 provides downward airflow during ascent and descent, the airflow generated by the first vector control module 400 will not disturb the flap 700 behind it, and also makes the placement of the first vector control module 400 at the leading edge of the wing 200 more convenient.

[0066] In one embodiment, an elevator 900 is provided on the trailing edge of the tail fin 300. The elevator 900 is symmetrically arranged on both sides of the fuselage 100 along the Y-axis. The elevator 900 is configured to communicate with the flight control module. The flight control module controls the pitch attitude of the aircraft by controlling the up-and-down swing of the elevator 900. For example, when the aircraft needs to climb, the flight control module controls the elevator 900 to deflect upward, and the elevator 900 receives a downward aerodynamic force, providing a pitching moment for the aircraft. In this embodiment, the elevator 900 is located in the slipstream area of ​​the first vector control module 400 connected to the trailing edge of the wing 200. During the horizontal cruise of the aircraft, the slipstream backward of the first vector control module 400 flows forward over the elevator 900, which can improve the control efficiency of the elevator 900 and enhance the rapid adjustment of the aircraft's attitude by the elevator 900.

[0067] It should be noted that elevators 900 are provided on the trailing edges of both the left and right tail fins 300. The elevator 900 on the left tail fin 300 is located in the slipstream area of ​​the first vector control module 400 on the trailing edge of the left wing 200, and the elevator 900 on the right tail fin 300 is located in the slipstream area of ​​the first vector control module 400 on the trailing edge of the right wing 200.

[0068] It should be noted that traditional aircraft mainly rely on a single control surface such as the rudder for yaw control, a single control surface such as the aileron for roll control, and a single control surface such as the elevator for pitch control. In this invention, the first vector control module 400, the second vector control module 500, the flaps 700, the ailerons 800, and the rudder work together to maintain safe flight of the aircraft under state transitions and complex wind fields through the comprehensive control of each vector module and the aircraft's control surfaces. For example, the second vector control module 500 located at the center of the tail fin 300 can provide a large yaw control force and a fast response speed. Under yaw interference caused by strong winds, the rapid tilting of the second tilting part 520 can quickly adjust the lateral force of the tail fin 300. At the same time, the thrust difference generated by the first vector control module 400 located at the trailing edge and leading edge of the wing 200 and on both sides of the fuselage 100 can be used to generate a lateral component force to counteract the crosswind effect and assist the second vector control module 500 in resisting strong winds. It can also work in conjunction with the control surfaces of the wing 200 and the tail fin 300 to enable the aircraft to quickly and accurately return to the predetermined course, improving the aircraft's maneuverability and wind resistance performance in complex wind fields.

[0069] Furthermore, the two first vector control modules 400 and the second vector control module 500 connected to the tail fin 300 in this invention can work together. Since the second tilting part 520 swings around the Z-axis, the second vector control module 500 can provide horizontal thrust regardless of the flight state of the aircraft. When the aircraft is cruising horizontally, the first vector control modules 400 connected to the left and right sides of the tail fin 300 can work together with the second vector control module 500 to provide horizontal thrust. By controlling the tilt angle of the first tilting part 420 and the second tilting part 520 connected to the tail fin 300, the flight efficiency, flight time, and flight speed of the aircraft can be improved.

[0070] Reference Figures 3 to 7 When the aircraft transitions from vertical takeoff to horizontal cruise, the primary lift is provided by the first vector control module 400 connected to the leading edge of the wing 200. The flight control module then controls the first vector modules connected to the leading and trailing edges of the wing 200 to gradually reduce lift and switch the thrust direction to horizontal. Specifically, the flight control module controls the first tilting section 420 connected to the leading and trailing edges of the wing 200 to gradually switch from a vertical to a horizontal state, causing the thrust provided by the first vector control modules 400 on the leading and trailing edges of the wing 200 to switch from vertical to horizontal, thus achieving a smooth transition from vertical takeoff to horizontal cruise. Furthermore, since the aircraft's center of gravity is located between the leading and trailing edges of the wing 200 along the Y-axis, by simultaneously controlling the first vector control modules 400 on the leading and trailing edges of the wing 200 to provide both lift and thrust, the influence of the aircraft's center of gravity position on flight can be considered, maintaining the aircraft's balance and improving flight stability.

[0071] Alternatively, when the aircraft transitions from vertical takeoff to horizontal cruise, the primary lift is provided by the first vector control module 400 connected to the leading edge of the wing 200. The flight control module controls the first vector control modules 400 connected to the leading edge of the wing 200 and both sides of the tail 300 to gradually reduce the lift and switch the thrust direction to horizontal. Specifically, the flight control module controls the first tilting sections 420 connected to the leading edge of the wing 200 and both sides of the tail 300 to switch from a vertical to a horizontal state, so that the thrust provided by the first vector control modules 400 on the leading edge of the wing 200 and the tail 300 changes from vertical to horizontal, achieving a smooth transition from vertical takeoff to horizontal cruise. Furthermore, the aircraft's center of gravity is located between the leading and trailing edges of the wing 200 along the Y-axis. By simultaneously controlling the first vector control modules 400 on the leading edge of the wing 200 and the tail 300 to provide both lift and thrust, the influence of the aircraft's center of gravity position on flight can be taken into account, keeping the aircraft balanced and improving flight stability.

[0072] It should be noted that when the aircraft switches from vertical takeoff to horizontal cruise, the flight control module can also simultaneously control the first tilting parts 420 connected to the leading edge of the wing 200, the trailing edge of the wing 200 and both sides of the tail 300 to switch from a vertical state to a horizontal state, so that the thrust provided by the first vector control module 400 on the leading edge of the wing 200 and the tail 300 switches from vertical to horizontal.

[0073] When the wind field in the flight area where the aircraft is located changes, the flight control module controls the second tilting part 520 to rotate according to the flight parameters such as wind direction, wind speed, angular velocity, limited acceleration, and heading detected by the flight detection module. This is to quickly adjust the lateral force of the tail 300 to resist yaw interference caused by strong winds. Alternatively, it can simultaneously control the two first rotors 410, which are symmetrically arranged relative to the fuselage 100, to generate a thrust difference to resist strong winds and prevent the aircraft from rolling or yawing. For example, when the right side of the aircraft's nose encounters a strong wind flowing to the left, the aircraft tends to yaw to the right. The flight control module controls the second tilting section 520 to yaw to the left according to the wind direction and speed, and the second vector control module 500 provides a rightward thrust to the tail of the aircraft to resist the yaw interference caused by the strong wind. Alternatively, the flight control module increases the rotational speed of the first rotor 410 in the first vector control module 400 connected to the right wing 200, or decreases the rotational speed of the first rotor 410 in the first vector control module 400 connected to the left wing 200, to increase the rearward thrust provided by the first vector control module 400 on the right, or decrease the rearward thrust provided by the first vector control module 400 on the left, so that the aircraft tends to tilt to the left to resist the yaw interference caused by the strong wind.

[0074] For example, when the aircraft encounters crosswinds and tends to roll, the flight control module controls the first tilting part 420 connected to the leading and trailing edges of the wing 200 to tilt according to the wind direction and speed detected by the flight detection module. This changes the downward thrust of the first vector module and simultaneously causes the first vector control modules 400 on the left and right sides of the wing 200 to generate a thrust difference, thereby generating a roll torque to resist the crosswinds and allowing the aircraft to return to a stable flight state. Of course, the flight control module can also control the left aileron 800 and the right aileron 800 to deflect, using the wing 200's own control surfaces to resist the roll torque of the crosswinds.

[0075] In addition, when the aircraft encounters a headwind and has a pitching tendency, the flight control module controls the first tilting part 420 connected to the leading and trailing edges of the wing 200 to tilt according to the wind direction and wind speed detected by the flight detection module. This changes the downward thrust of the first vector module and simultaneously creates a thrust difference between the first vector control module 400 at the leading and trailing edges of the wing 200, generating a pitching moment to resist the headwind and restore the aircraft to a stable flight state. Of course, the flight control module can also control the deflection of the left and right rudders and use the tail fin 300's own control surfaces to resist the pitching moment of the crosswind.

[0076] Therefore, this utility model adopts a layout concept of multi-vector module combined with control surface control. The first vector control module 400 and the second vector control module 500 work together with the control surface of the aircraft, enabling the aircraft to make more flexible and precise attitude adjustments during state switching and in strong wind environments, thereby improving the aircraft's maneuverability and wind resistance performance in complex wind fields.

[0077] In this invention, the landing gear 600 located at the front and rear of the fuselage 100 stands vertically on the ground. During the vertical takeoff and landing phase, the first vector control module 400 provides vertical thrust to achieve vertical takeoff. The first vector control module 400 connected to the leading edge of the wing 200 provides the main lift, while the second vector control module 500 connected to the trailing edge of the wing 200 provides auxiliary lift and assists in adjusting the flight attitude of the aircraft. The left and right symmetrical first rotors 410 rotate in opposite directions to counteract the torque and rotation of the entire aircraft on the Z-axis. The flight control module accurately calculates and controls the rotation speed of the first rotors 410 in each first vector control module 400 based on the weight, center position, wind speed, and wind direction of the aircraft, so that the first vector control module 400 generates sufficient lift to achieve vertical takeoff. During the ascent and descent of the aircraft, the tilt angle of each first tilting part 420 is adjusted to maintain the stability of the aircraft's attitude and prevent the aircraft from tilting or swaying due to wind interference. In addition, the lift of the wing 200 can be changed by controlling the flap 700 to deflect up and down, which can assist the first vector control module 400 in making the aircraft take off and land smoothly; and the attitude of the aircraft during takeoff and landing can be adjusted by controlling the aileron 800 to maintain the aircraft's stable flight.

[0078] When the aircraft is hovering, the flight control module controls the first vector control module 400 at the leading edge of the wing 200 to provide lift, and simultaneously uses the first vector control module 400 at the trailing edge of the wing 200 to assist in providing lift, and uses the flaps 700 to deflect up and down to change the lift provided by the wing 200. The flight control module controls the first vector control module 400 and the second vector control module 500 to keep the aircraft balanced in the pitch, yaw and roll directions. For example, the flight control module controls the first tilting part 420 in the first vector control module 400 to tilt around the Y-axis, and simultaneously controls the first rotor 410 to rotate. The flight control module sends control commands to the first vector control module 400 located on the leading edge, trailing edge, and tail 300 of the wing 200 according to the current pitch angle of the aircraft, so that the rotational speed of the first rotor 410 connected to the leading edge of the wing 200 is the same, the rotational speed of the first rotor 410 connected to the trailing edge of the wing 200 is the same, and the rotational speed of the first rotor 410 connected to the tail 300 is the same. In this way, the rotational balance of the entire aircraft around the Y-axis is achieved, so that the aircraft maintains balance in the pitch direction. It should be noted that during the process of adjusting the pitch balance of the aircraft, the flight control module can also simultaneously control the deflection of the rudder on the tail 300 to assist in the control of the first vector module, so that the aircraft can quickly achieve pitch balance.

[0079] In addition, the flight control module can send control commands to the first vector control module 400 at the leading edge and trailing edge of the wing 200 based on the aircraft's current roll angle data. This controls the first rotor 410 connected to the left side of the wing 200 to rotate at the same speed, and the first rotor 410 connected to the right side of the wing 200 to rotate at the same speed, thereby achieving rotational balance of the aircraft's positive pole around the X-axis and maintaining balance in the roll direction. It should be noted that during the process of adjusting the aircraft's roll direction balance, the flight control module can also control the left and right ailerons 800 to deflect, assisting in the control of the first vector module and enabling the aircraft to quickly achieve roll direction balance.

[0080] In addition, the flight control module controls the first tilting unit 420 in the first vector control module 400 to tilt around the Y-axis, while simultaneously controlling the first rotor 410 to rotate. Based on the aircraft's current yaw angle, the flight control module sends control commands to the first vector control module 400 located on the leading edge, trailing edge, and tail 300 of the wing 200. The first rotor 410 connected to the left and right sides of the wing 200 rotates at different speeds to achieve differential control, thereby achieving rotational balance of the entire aircraft around the Z-axis and enabling the aircraft to quickly reach yaw-direction balance.

[0081] When the aircraft reaches a certain altitude and prepares to transition to horizontal cruise, the flight control module controls the first tilting section 420 in the first vector control module 400 at the leading edge of the wing 200 to tilt gradually from vertically downward to forward, while simultaneously increasing the thrust to provide forward propulsion for the aircraft. Simultaneously, it controls the first tilting section 420 in the first vector control module 400 at the trailing edge of the wing 200 to tilt gradually from vertically downward to forward, providing forward thrust. Working in conjunction with the first vector control module 400 at the leading edge of the wing 200, this propels the aircraft forward to accelerate. As the aircraft's speed gradually increases, the lift generated by the wing 200 gradually increases. The flight control module then reduces the rotational speed and lift output of the first rotor 410 in the first vector control module 400 at the leading edge of the wing 200, making it primarily provide forward thrust. Simultaneously, the flight control module controls the flaps 700 and ailerons 800 on the wing 200 to deflect, adjusting the aircraft's speed and attitude to adapt to the aerodynamic requirements of different flight phases. When the aircraft reaches the preset cruise speed, the first tilting part 420 in the first vector control module 400 at the leading edge of the wing 200 tilts completely to a horizontal state and provides the main forward thrust. The first vector control module 400 at the trailing edge of the wing 200 is used to assist in providing forward thrust and assist in adjusting the flight attitude so that the aircraft enters a stable horizontal flight state.

[0082] During horizontal cruise, the aircraft monitors attitude changes based on flight parameters provided by the flight detection module. When the aircraft is affected by strong winds, the flight control module enables the aircraft to quickly restore a stable flight attitude through comprehensive control of the aircraft's control surfaces and various vector modules. When the aircraft enters pitch control mode, the flight control module controls the first vector control module 400 on the trailing edge of the wing 200 to change the rotational speed of the first rotor 410 and the tilt angle of the first tilting part 420, thereby changing the thrust direction and magnitude of the first vector control module 400 and generating a pitch moment around the X-axis. Simultaneously, the flight control module changes the rotational speed of the first rotor 410 of the first vector control module 400 connected to the side of the tail 300 and the tilt angle of the first tilting part 420, thereby changing the magnitude and direction of the thrust generated by the first vector module, achieving adjustment of the pitch angle of the tail 300, further enhancing or counteracting the pitch moment, and achieving precise control of the aircraft's pitch attitude. At the same time, the flight control module can also control the rudder of the tail 300 to work with the first vector control module 400 to adjust the aircraft's pitch attitude. Thus, when the aircraft experiences pitch attitude changes due to strong wind interference, the flight control module obtains the required pitch control quantity based on the flight parameters detected by the flight detection module, and then sends control commands to each first vector control module 400 and the rudder to achieve precise control of the aircraft's pitch attitude.

[0083] When the aircraft enters roll control mode, the flight control module controls the left aileron 800 and / or the right aileron 800 to deflect vertically, changing the lift distribution on both sides of the wing 200, generating a roll moment around the Y-axis, and adjusting the aircraft's roll attitude. When strong wind interference causes the aircraft to roll, the flight control module obtains the aircraft's current attitude information based on the flight parameters provided by the flight detection module, and quickly adjusts the deflection angle of the aileron 800 to resist the roll moment generated by the strong wind; simultaneously, the flight control module controls the first vector control modules 400 on both sides of the leading edge of the wing 200 to generate a downward thrust difference, and / or controls the first vector control modules 400 on both sides of the trailing edge of the wing 200 to generate a downward thrust difference, assisting in offsetting the roll moment generated by wind interference, allowing the aircraft to restore a stable roll attitude.

[0084] When the aircraft enters yaw control mode, the flight control module sends control commands to the second vector control module 500 at the center of the tail fin 300, causing the second tilting section 520 to tilt left and right, changing the lateral force of the tail fin 300, thereby generating a yaw moment around the Z-axis, enabling the aircraft to yaw. In strong wind conditions, based on wind direction, wind speed, and other information detected by the flight detection module, the flight control module adjusts the tilt angle of the second tilting section 520 and / or the rotational speed of the second rotor 510 to adjust the lateral force of the tail fin 300, counteracting yaw interference caused by strong winds. At the same time, the flight control system can also assist in controlling the yaw attitude of the aircraft by adjusting the rearward thrust difference generated by the first vector modules on both sides of the leading edge of the wing 200, and / or the rearward thrust difference generated by the first vector modules on both sides of the trailing edge of the wing 200, so as to maintain the heading stability of the aircraft in complex wind fields.

[0085] Understandably, when an aircraft encounters strong crosswinds, it will exhibit roll and / or yaw tendencies due to the interference. In this situation, the aircraft can precisely control its various vector modules and control surfaces based on the attitude information detected by the flight detection module. If the aircraft exhibits a yaw tendency, the flight control module can invoke the yaw control program to put the aircraft into yaw control mode to resist yaw interference caused by strong winds. If the aircraft exhibits a roll tendency, the flight control module can invoke the roll control program to put the aircraft into roll control mode. Of course, if the aircraft exhibits attitude changes in different directions of roll and yaw simultaneously, the flight control module can perform roll and yaw control simultaneously. When an aircraft encounters strong headwinds, it will exhibit pitch tendencies due to the interference. The aircraft can simultaneously invoke the pitch control program based on the attitude information detected by the flight detection module to put the aircraft into pitch control mode to resist pitch interference caused by strong winds. The flight control module can quickly generate a counteracting torque in the corresponding direction by calling the existing control program, thereby improving the aircraft's response speed when encountering strong winds and enabling the aircraft to return to a stable flight attitude.

[0086] It should be noted that the aircraft uses the same control mode in hovering and level cruise states. When the aircraft switches from hovering to level cruise, the flight control module controls the first tilting section 420 connected to the leading edge of the wing 200 to rotate from a vertical position to a horizontal position, causing the first rotor 410 to gradually reduce lift and convert it into providing forward thrust. In other words, when the aircraft switches from level cruise to hovering, the flight control module controls the first tilting section 420 connected to the leading edge of the wing 200 to rotate from a horizontal position to a vertical position, causing the first rotor 410 to gradually reduce forward thrust and convert it into providing lift. Therefore, when the aircraft switches between hovering and level cruise states, only the tilt angle of the first tilting section 420 needs to be changed, while keeping other control states unchanged, which can significantly reduce the difficulty of operation when switching between the two modes.

[0087] Understandably, when the aircraft switches between hovering and level cruise states, the flight control module can also control the rotation of the first tilting section 420 connected to the trailing edge of the main wing to assist in providing thrust or lift, and to adjust the aircraft's flight attitude. Simultaneously, the flight control module can also control the up-and-down deflection of the flaps 700 on the trailing edge of the wing 200 to change the lift of the wing 200, adapting to the aerodynamic requirements of the aircraft at different flight stages.

[0088] During vertical landing, the flight control module reduces vertical thrust by controlling the first vector control module 400 at the leading and trailing edges of the wing 200. Specifically, it reduces the rotational speed of the first rotor 410 at the leading and trailing edges of the wing 200 and simultaneously controls the flaps 700 to deflect, increasing lift and achieving a smooth landing. Of course, during vertical landing, the aircraft's attitude can also be stabilized by controlling the rotation of the first tilting section 420 on the trailing edge of the wing 200 and the second tilting section 520 on the tail 300.

[0089] The embodiments of the present invention have been described in detail above with reference to the accompanying drawings. However, the present invention is not limited to the above embodiments. Within the scope of knowledge possessed by those skilled in the art, various changes can be made without departing from the spirit of the present invention. Furthermore, the embodiments of the present invention and the features thereof can be combined with each other unless otherwise specified.

Claims

1. A high-wind-resistant aircraft based on vector control, characterized in that, include: body; The wings are symmetrically arranged on both sides of the fuselage along the Y-axis; The tail fin is located at the rear of the fuselage and is symmetrically arranged on both sides of the fuselage along the Y-axis; The first vector control module is provided at least on the leading edge of the wing along the X-axis and on both sides of the tail along the Y-axis in the positive and negative directions; or, the first vector control module is provided at least on the leading edge and trailing edge of the wing along the X-axis. The first vector control module includes a first rotor and a first tilting part, the first rotor being rotatably connected to one end of the first tilting part, and the other end of the first tilting part being rotatably connected to the wing or the tail about the Y-axis. The second vector control module includes a second rotor and a second tilting part. The second rotor is rotatably connected to one end of the second tilting part, and the other end of the second tilting part is rotatably connected to the center of the tail fin along the Y-axis around the Z-axis. The flight detection module is used to detect the flight parameters of the aircraft. The flight control module is communicatively connected to the first vector control module and the second vector control module, and is configured to control the rotation of the first rotor, the second rotor, the first tilting section, and the second tilting section according to the flight parameters.

2. The high-wind-resistant aircraft based on vector control according to claim 1, characterized in that, The first vector control module is provided on both the leading and trailing edges of the wing and on both sides of the tail along the positive and negative directions of the Y-axis.

3. The high-wind-resistant aircraft based on vector control according to claim 1, characterized in that, The first vector control module located at the leading edge of the wing and the first vector control module located at the trailing edge of the wing are offset along the Y-axis; And / or, the trailing edge of the tail fin is provided with an elevator, the elevator is symmetrically arranged on both sides of the fuselage along the Y-axis, and the elevator is located in the slipstream area of ​​the first vector control module connected to the trailing edge of the wing.

4. The high wind resistant vector control based aerial vehicle as claimed in claim 1, wherein, The trailing edge of the wing is provided with flaps and ailerons, and the first vector control module is connected to each of the wings.

5. The high-wind-resistant aircraft based on vector control according to claim 4, characterized by the fact that, The first vector control module, connected to the trailing edge of the wing, is located on the side of the flap facing away from the aileron.

6. The high wind resistant vector control based aerial vehicle as claimed in claim 4, wherein, The flaps are located behind the first vector control module, which is situated on the leading edge of the wing.

7. The high wind resistant vector control based aerial vehicle as claimed in claim 1, wherein, The trailing edge of the tail fin is provided with an elevator, which is symmetrically arranged on both sides of the fuselage along the Y-axis. The elevator is configured to communicate with the flight control module, which can control the elevator to swing up and down.

8. The high-wind-resistant aircraft based on vector control according to claim 7, characterised in that, The elevator is provided on the trailing edge of the tail fin located on the left and right sides of the fuselage. The tail fin located on the left side of the fuselage is the left tail fin, and the tail fin located on the right side of the fuselage is the right tail fin. The wing located on the left side of the fuselage is the left wing, and the wing located on the right side of the fuselage is the right wing. The elevator on the left tail fin is located within the slipstream region of the first vector control module on the trailing edge of the left wing, and the elevator on the right tail fin is located within the slipstream region of the first vector control module on the trailing edge of the right wing.

9. The high wind resistant vector control based aerial vehicle as claimed in claim 1, wherein, The first vector control module further includes a first motor, a first servo motor, and a first bracket. The first motor is connected to the first rotor and is used to drive the first rotor to rotate. The first tilting part is rotatably connected to the first servo motor around the Y-axis. The first servo motor is fixed to the end of the first bracket. The first bracket is fixed to the wing or the tail fin. The second vector control module also includes a second motor, a second servo, and a second bracket. The second motor is connected to the second rotor and is used to drive the second rotor to rotate. The second tilting part is rotatably connected to the second servo around the Y-axis. The second servo is fixed to the end of the second bracket. The second bracket is fixed to the rear side of the tail fin and located at the center of the Y-axis.

10. The high wind resistant vector control based aerial vehicle as claimed in claim 1, wherein, It also includes landing gear, which is located below the fuselage.

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