Manned vehicle

Abstract

The application belongs to the technical field of outdoor equipment, and provides a manned aircraft. The manned aircraft is used for carrying and driving a flight personnel to fly. The manned aircraft comprises a carrying part used for being worn on the flight personnel, a fixed wing arranged on the carrying part and used for generating lift through relative motion with air flow when the manned aircraft cruises, and a first power part arranged on the fixed wing and used for providing lift when the manned aircraft takes off and lands. The application adds the first power part, so that the first power part is used for providing lift when the manned aircraft takes off and lands, thereby realizing vertical take-off and landing. The structural design makes the manned aircraft not need to rely on the relative motion of the fixed wing and the air flow to take off and land, and gets rid of the dependence on a long runway, improves the environmental adaptability of the manned aircraft, and widens the application scenarios of the manned aircraft.

Description

Technical Field

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

[0002] In related technologies, manned aircraft have been gradually applied. Manned aircraft usually rely on their own power system to generate lift or thrust to overcome the weight of themselves and the passengers, and fly in a controlled manner in the air according to a certain flight path.

[0003] Manned aircraft that use fixed wings as their main lift components generate lift primarily through the relative motion between the fixed wings and the airflow, and possess advantages such as long endurance and high flight efficiency.

[0004] However, due to the limitations of fixed-wing aerodynamic characteristics, such manned aircraft require long runways for takeoff, which makes them subject to stringent geographical requirements for use in complex environments such as urban blocks and narrow airspaces, greatly limiting their applicability. Utility Model Content

[0005] The purpose of this application is to provide a manned aircraft that solves the technical problem in the related art that manned aircraft require a long runway for takeoff and landing.

[0006] To achieve the above objectives, according to one aspect of this application, a manned aircraft is provided for carrying and driving a flight personnel. The manned aircraft includes: a carrying unit for wearing on a flight personnel; a fixed wing disposed on the carrying unit for generating lift through relative motion with the airflow during cruise; and a first power unit disposed on the fixed wing for providing lift during takeoff and landing of the manned aircraft.

[0007] Optionally, the first power unit includes a rotor and a first drive unit. The rotor is rotatably mounted on the fixed wing and is used to provide lift during the take-off and landing of the manned aircraft. The first drive unit is driven to connect with the rotor.

[0008] Optionally, the manned aircraft also includes an adjustment unit, which is located on the fixed wing and is driven by the first power unit to adjust the attitude of the rotor so that the rotor provides lift during take-off, landing, cruise and hovering of the manned aircraft.

[0009] Optionally, the adjustment unit includes an adjustment power component, which is disposed on the fixed wing. The adjustment power component has an adjustment power shaft, which is drivenly connected to the first drive component to drive the first drive component and the rotor to rotate relative to the fixed wing.

[0010] Optionally, the adjustment unit further includes a support member, which is disposed on the fixed wing and located between the first driving member and the adjustment power member; the support member is provided with a support hole, and the adjustment power shaft rotates through the support hole.

[0011] Optionally, the manned aircraft also includes two second power units, each including flapping wings and a second drive unit. The two flapping wings extend toward a first side and a second side respectively disposed opposite to each other on the support unit and are oscillatingly disposed on the support unit to provide lift. The second drive unit is driven to connect with the flapping wings to drive the flapping wings to oscillate back and forth.

[0012] Optionally, the second power unit further includes a mounting component, which is disposed on the bearing unit, and the flapping wing is oscillating on the mounting component; the second drive component includes a drive wheel and a first drive body, which is disposed on the flapping wing and rotatably disposed on the mounting component, for driving the flapping wing to oscillate back and forth; the first drive body is drivenly connected to the drive wheel.

[0013] Optionally, the first driving body is a drive crank arm, which extends to the side of the bearing portion away from the mounting component and oscillates back and forth about the axis of the drive wheel.

[0014] Optionally, the two second power units are mirror-symmetrical about a preset axis of symmetry, and the two first drive bodies drive the two flapping wings to swing in the same direction by moving closer to or further away from the preset axis of symmetry.

[0015] Optionally, the flapping wing is in an initial position and an extreme position. When the flapping wing is in the initial position, the length direction of the flapping wing is parallel to the length direction of the fixed wing. When the flapping wing is in the extreme position, the length direction of the flapping wing intersects with the length direction of the fixed wing. The drive wheel has a drive shaft, which is rotatably mounted on the mounting component. The second power unit also includes a first reset component, which is sleeved on the drive shaft and used to drive the flapping wing to switch from the extreme position to the initial position.

[0016] Optionally, the second driving component further includes a second driving body, which is an electric driving structure. The second driving body is mounted on the mounting component and is drivenly connected to the driving wheel.

[0017] Optionally, the mounting component is rotatably mounted on the bearing portion about a preset axis and has a first mounting position and a second mounting position, with the preset axis intersecting the axis of the drive wheel; during take-off, landing, and hovering of the manned aircraft, the mounting component is in the first mounting position, and the flapping wing is used to provide lift; during cruise of the manned aircraft, the mounting component is in the second mounting position, and the flapping wing is used to provide lift; during the transition of take-off and landing of the manned aircraft, the mounting component switches between the first mounting position and the second mounting position.

[0018] Optionally, the first driving body is a drive crank arm. The first driving body extends to the side of the bearing portion away from the mounting member and reciprocates around a preset axis to drive the mounting member to switch between a first mounting position and a second mounting position.

[0019] Optionally, the mounting component has an installation space, and the drive wheel is rotated within the installation space.

[0020] Optionally, the second power unit is located on the side of the fixed wing closest to the load-bearing unit.

[0021] Optionally, the manned aircraft also includes a control unit, which is electrically connected to the first power unit and the second power unit.

[0022] Optionally, the manned aircraft also includes a power supply battery, which is disposed in the carrier section and electrically connected to the control section; the manned aircraft also includes a solar film, which is disposed in the fixed wing and covers the fixed wing, and the solar film is electrically connected to the power supply battery.

[0023] Optionally, the manned aircraft also includes two assist sections extending toward a first side and a second side respectively, which are disposed opposite to each other on the support section. Each assist section has an assist space and an assist port, and the assist port is connected to the assist space. During takeoff and landing of the manned aircraft, the assist port is located below the assist space. When the assist section moves downward, the air outside the assist space enters into the assist space, thereby increasing the volume of the assist space. When the assist section moves upward, the air inside the assist space is discharged to the outside of the assist space, thereby decreasing the volume of the assist space.

[0024] Optionally, the assisting part includes: a mounting shaft disposed on the bearing part; two assisting members, which are respectively rotatable about the axis of the mounting shaft and disposed on opposite sides of the axis of the mounting shaft; a cover member, which covers the two assisting members and the two openings between the two assisting members; and a second reset member disposed on the mounting shaft for causing the two assisting members to rotate towards each other.

[0025] Optionally, the load-bearing part can be load-bearing armor or load-bearing clothing.

[0026] Optionally, the assistive part is located at the knee of the support part, and an exoskeleton assistive device is installed at the knee and / or hip of the support part.

[0027] Optionally, the fixed wing has an inflation space for filling with buoyancy gas.

[0028] The beneficial effects of the manned aircraft provided in this application are as follows: By adding a first power unit, which is specifically designed to provide lift during takeoff and landing, this application enables vertical takeoff and landing. This structural design allows the manned aircraft to take off and land without relying on the relative motion between the fixed wing and the airflow, eliminating the dependence on long runways, improving the environmental adaptability of the manned aircraft, and broadening its application scenarios. Simultaneously, the fixed wing generates lift during cruise by moving relative to the airflow, leveraging the inherent advantages of fixed-wing aircraft—long range and low energy consumption—to ensure the manned aircraft's endurance and flight efficiency. Furthermore, vertical takeoff and landing reduces the operational difficulty of takeoff and landing, lowers the accident risk caused by insufficient runway length, and improves the operational safety of the manned aircraft. Attached Figure Description

[0029] To more clearly illustrate the technical solutions in the embodiments of this application, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0030] Figure 1 A simplified structural diagram of a manned aircraft during takeoff and landing, provided for an embodiment of this application;

[0031] Figure 2 A simplified structural diagram of a manned aircraft in the cruise phase, provided for an embodiment of this application;

[0032] Figure 3 A front view of a manned aircraft during takeoff and landing, provided for an embodiment of this application;

[0033] Figure 4 for Figure 1 Enlarged view of point A in the middle;

[0034] Figure 5 for Figure 1 Enlarged view of point B in the middle;

[0035] Figure 6 for Figure 1 Enlarged view of point C in the middle;

[0036] Figure 7 for Figure 2 Enlarged view of point E in the middle;

[0037] Figure 8 This is a circuit diagram of a manned aircraft provided in an embodiment of this application;

[0038] Figure 9A side view of the assist space volume of the assist unit provided in an embodiment of this application after the volume of the assist unit has been reduced;

[0039] Figure 10 A side view of the assist space volume of the assist unit provided in an embodiment of this application after the volume of the assist unit has been increased;

[0040] Figure 11 for Figure 1 Enlarged view of point D in the middle;

[0041] The details of the reference numerals used in the above figures are as follows:

[0042] 100. Bearing component;

[0043] 200. Fixed-wing aircraft;

[0044] 300. First power unit; 310. Rotor; 320. First drive unit;

[0045] 400. Adjustment unit; 410. Adjustment power component; 411. Adjustment power shaft; 420. Support component;

[0046] 500, Second power unit; 510, flapping wing; 520, Second drive component; 521, drive wheel; 5211, drive shaft; 522, First drive body; 523, Second drive body; 530, mounting component; 540, First reset component;

[0047] 600. Control Department;

[0048] 700, power supply battery;

[0049] 800, Assist unit; 810, Mounting shaft; 820, Assist component; 830, Cover; 840, Second reset component; 850, Assist space; 860, Assist port;

[0050] 900. Exoskeleton assist device. Detailed Implementation

[0051] To make the technical problems, technical solutions, and beneficial effects to be solved by this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and are not intended to limit the scope of this application.

[0052] It should be noted that when an element is referred to as being "fixed to" or "set on" another element, it can be directly or indirectly on that other element. When an element is referred to as being "connected to" another element, it can be directly or indirectly connected to that other element. Unless otherwise specified, the embodiments and features described in this application can be combined with each other. This application will now be described in detail with reference to the accompanying drawings and embodiments.

[0053] It should be understood that the terms "length", "width", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this application 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 application.

[0054] In the description of this application, unless otherwise stated, " / " indicates that the objects before and after are in an "or" relationship. For example, A / B can mean A or B. "And / or" in this application is merely a description of the relationship between the related objects, indicating that there can be three relationships. For example, A and / or B can mean: A exists alone, A and B exist simultaneously, and B exists alone. A and B can be singular or plural.

[0055] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this application, "multiple" means two or more, unless otherwise explicitly specified.

[0056] As described in the background section, manned aircraft have been gradually applied in related technologies. Manned aircraft typically rely on their own power systems to generate lift or thrust, overcoming the weight of themselves and their passengers, and flying controllably along a predetermined flight path. Manned aircraft with fixed-wing aircraft as their primary lift component generate lift mainly through the relative motion between the fixed wing and the airflow, offering advantages such as long endurance and high flight efficiency. However, due to the aerodynamic limitations of fixed-wing aircraft, these manned aircraft require long runways for takeoff, resulting in stringent requirements on the geographical conditions of their operating environments. This makes them difficult to apply flexibly in complex environments such as urban blocks and narrow airspaces, greatly limiting their applicability.

[0057] Reference Figures 1 to 4To address the aforementioned problems, according to one aspect of this application, an embodiment of this application provides a manned aircraft for carrying and propelling flight personnel. The manned aircraft includes a carrying unit 100, a fixed wing 200, and a first power unit 300. The carrying unit 100 is worn on the flight personnel; the fixed wing 200 is disposed on the carrying unit 100 and is used to generate lift through relative motion with the airflow during the manned aircraft's cruise; the first power unit 300 is disposed on the fixed wing 200 and is used to provide lift during the manned aircraft's takeoff and landing.

[0058] In this embodiment, the load-bearing unit 100 can be a backpack frame, a wearable vest, or a semi-enclosed cockpit; the fixed wing 200 is a rigid wing made of lightweight composite materials, and it is understood that the fixed wing 200 can also be a foldable wing or a canard configuration wing; the first power unit 300 can be a jet propulsion component or a vector thruster, and it is understood that the first power unit 300 can also be mounted on the load-bearing unit 100. The manned aircraft has five stages: takeoff, descent, cruise (referring to the state of continuous flight at a relatively stable speed, altitude, and attitude), hovering (referring to the state of remaining stationary or moving slowly relative to the ground in the air), and takeoff / landing transition.

[0059] This application achieves vertical takeoff and landing (VTOL) by adding a first power unit 300 specifically to provide lift during the takeoff and landing of the manned aircraft. This structural design eliminates the need for the fixed wing 200 to rely on relative motion with the airflow for takeoff and landing, freeing the aircraft from dependence on long runways, improving its environmental adaptability, and broadening its application scenarios. Simultaneously, the fixed wing 200 generates lift during cruise by relative motion with the airflow, leveraging the inherent advantages of long range and low energy consumption of the fixed wing 200 to ensure the aircraft's endurance and flight efficiency. Furthermore, VTOL reduces the operational difficulty of takeoff and landing, lowers the risk of accidents due to insufficient runway length, and enhances the operational safety of the manned aircraft.

[0060] Reference Figures 1 to 4 In one embodiment, the first power unit 300 includes a rotor 310 and a first drive member 320. The rotor 310 is rotatably mounted on the fixed wing 200 and is used to provide lift during the take-off and landing of the manned aircraft. The first drive member 320 is drivenly connected to the rotor 310.

[0061] In this embodiment, the first driving component 320 is a drive motor or drive motor used to drive the rotor 310 to rotate. The first driving component 320 can be fixedly mounted on the fixed wing 200, the rotor 310 is suspended in the air and fixedly connected to the output shaft of the first driving component 320; it can be understood that the rotor 310 can be directly rotatably mounted on the fixed wing 200 through a bearing, bushing, sleeve or pivot structure, and the first driving component 320 is also fixedly mounted on the fixed wing 200, with the output shaft of the first driving component 320 fixedly connected to the rotor 310.

[0062] On the one hand, the rotor 310 generates vertical lift directly through rotation, with a clear power output direction, which can quickly respond to the demand for vertical lift during takeoff and landing, ensuring the stability and controllability of the takeoff and landing process.

[0063] On the other hand, the rotor 310 is rotatably mounted on the fixed wing 200, eliminating the need for additional independent mounting brackets or load-bearing structures on the load-bearing part 100. This allows for full utilization of the space and structural strength of the fixed wing 200, resulting in a more compact overall layout of the manned aircraft, reduced interference with the activities of flight personnel, and lower overall weight.

[0064] On the other hand, the fixed wing 200 itself has a certain aerodynamic stability. When the rotor 310 is installed on it, the attitude constraint effect of the fixed wing 200 can be used to reduce the vibration transmission of the rotor 310 during operation and improve the overall structural stability of the manned aircraft.

[0065] Reference Figures 2 to 5 In one embodiment, the manned aircraft further includes an adjustment unit 400, which is disposed on the fixed wing 200 and is drivenly connected to the first power unit 300 to adjust the attitude of the rotor 310 so that the rotor 310 provides lift during the take-off, landing, cruise and hovering of the manned aircraft.

[0066] In this embodiment, the adjustment unit 400 can be a two-axis / three-axis stabilized gimbal structure, a gravity-sensing mechanical balance structure, a hydraulically driven multi-link compensation structure, or a magnetic levitation + attitude control structure. The adjustment unit 400 provides lift to the rotor 310 by keeping the axis of the rotor 310 perpendicular to the ground during the take-off, landing, cruise, and hovering of the manned aircraft.

[0067] During the takeoff and landing phases of the manned aircraft, rotor 310 can output pure vertical lift, avoiding lift direction deviation caused by aircraft tilt, ensuring stability and controllability of the vertical takeoff and landing process, and reducing takeoff and landing time. During the cruise phase of the manned aircraft, adjustment unit 400 can adjust rotor 310 attitude to counteract angular deviations caused by aircraft tilt, allowing rotor 310 to focus on providing vertical lift, thus complementing the aerodynamic lift of fixed wing 200 and ensuring aircraft attitude stability. During hovering, adjustment unit 400 can correct rotor 310 attitude in real time to ensure a stable upward lift direction, accurately balance gravity, and achieve long-term stable hovering.

[0068] The adjustable unit 400 ensures that the rotor 310 always outputs vertical lift opposite to the direction of gravity during takeoff, landing, cruise, and hovering of the manned aircraft. On the one hand, the vertical lift directly balances gravity, effectively offsetting the impact of external disturbances on flight attitude, ensuring that the manned aircraft maintains a stable spatial attitude at all stages, significantly reducing the risk of rollover and drift caused by attitude imbalance, and greatly improving flight safety. On the other hand, since the lift direction is always precisely aligned with the direction of gravity, it avoids ineffective power consumption caused by lift deviation, thereby reducing the redundant output requirements of the power system, allowing energy to be converted into effective lift output more efficiently, further improving the overall energy utilization efficiency of the aircraft and extending its endurance.

[0069] Reference Figures 2 to 5 In one embodiment, the adjustment unit 400 includes an adjustment power member 410, which is disposed on the fixed wing 200. The adjustment power member 410 has an adjustment power shaft 411, which is drivenly connected to the first drive member 320 to drive the first drive member 320 and the rotor 310 to rotate relative to the fixed wing 200.

[0070] In this embodiment, the adjusting power component 410 is an adjusting motor or adjusting motor. The output shaft of the adjusting motor or adjusting motor is fixedly connected to the first driving component 320 to drive the first driving component 320 and the rotor 310 to rotate relative to the fixed wing 200. The output shaft of the adjusting motor or adjusting motor is formed as an adjusting power shaft 411. It can be understood that the adjusting part 400 may also include an adjusting seat and an adjusting motor pivotally connected to the fixed wing 200 via a pin and pin sleeve structure, a hinge structure, a bearing-type rotating structure, or a damping pivot structure. The adjusting motor is drivenly connected to the adjusting seat to drive the adjusting seat to rotate relative to the fixed wing 200.

[0071] When the manned aircraft takes off, lands, or hovers, the fixed wing 200 is perpendicular to the ground, the axis of the rotor 310 is parallel to the fixed wing 200, and the rotor 310 is located above the fixed wing 200; when the manned aircraft cruises, the fixed wing 200 is parallel to the ground, the axis of the rotor 310 is perpendicular to the fixed wing 200, and the rotor 310 is located above the fixed wing 200.

[0072] On the one hand, the adjusting power shaft 411 is directly driven by the first drive component 320, reducing intermediate transmission links and lowering power loss and transmission lag. On the other hand, the adjusting power component 410 and the first drive component 320 are independent power systems. The first drive component 320 is only responsible for driving the rotor 310 to rotate and generate lift, while the adjusting power component 410 focuses on adjusting the position of the rotor 310. The separation of their functions can avoid mutual interference.

[0073] Reference Figures 2 to 5 In one embodiment, the adjustment unit 400 further includes a support member 420, which is disposed on the fixed wing 200 and located between the first driving member 320 and the adjustment power member 410; the support member 420 is provided with a support hole, and the adjustment power shaft 411 is rotatably inserted into the support hole.

[0074] In this embodiment, the support member 420 is a support block, and the support member 420 is fixedly installed on the fixed wing 200; it can be understood that the support member 420 can also be a support seat. The adjusting power shaft 411 can be directly rotatably inserted into the support hole, or the adjusting power shaft 411 can be inserted into the bearing, bushing or bushing or other components nested in the support hole.

[0075] The support member 420 serves to support the adjusting power shaft 411. Specifically, the support hole of the support member 420 transforms the adjusting power shaft 411 from a cantilever beam structure to a simply supported beam structure, thereby increasing the rigidity of the adjusting power shaft 411 and reducing the risk of deformation of the adjusting power shaft 411.

[0076] Meanwhile, the rotor 310 generates radial force due to airflow impact during operation, and this force is transmitted to the adjusting power shaft 411 through the first drive member 320; the support member 420 can bear part of the radial load, reduce the radial force on the adjusting power shaft 411, and extend the service life of the adjusting power shaft 411.

[0077] Reference Figures 1 to 3 In one embodiment, there are multiple first power units 300, which are arranged at intervals; the number of adjustment units 400 is the same as the number of first power units 300, and the multiple adjustment units 400 are arranged in a one-to-one correspondence with the multiple first power units 300.

[0078] In this embodiment, there are two first power units 300, which are respectively disposed at both ends of the fixed wing 200 along its length. It is understood that there may also be three, four, or more first power units 300, spaced apart along the length of the fixed wing 200. Furthermore, to make the structure of the manned aircraft more compact, the first power units 300 and the adjustment unit 400 are disposed on the surface of the fixed wing 200 near the support unit 100.

[0079] On the one hand, the multiple first power units 300 share the total lift demand, which can reduce the power load of a single rotor 310 and first drive unit 320 and reduce mechanical wear; at the same time, the corresponding adjustment unit 400 is also distributed due to the force, and its wear is more even, which helps to extend the maintenance cycle and service life of the entire manned aircraft.

[0080] On the other hand, each first power unit 300 can adjust its attitude individually through the corresponding adjustment unit 400, thereby specifically counteracting problems such as local airflow disturbances and uneven loads, and achieving precise control.

[0081] On the other hand, if a single power unit or adjustment unit 400 malfunctions, the remaining normally functioning components can compensate for the power loss, reducing the risk of the entire machine going out of control due to a single point of failure and improving the safety of use.

[0082] Reference Figures 1 to 3 , Figure 6 as well as Figure 7 In one embodiment, the manned aircraft further includes two second power units 500, each including flapping wings 510 and a second drive member 520. The two flapping wings 510 extend toward a first side and a second side opposite to each other on the support portion 100, and are oscillatingly disposed on the support portion 100 to provide lift. The second drive member 520 is drivenly connected to the flapping wings 510 to drive the flapping wings 510 to oscillate back and forth.

[0083] In this embodiment, the direction from the first side to the second side of the support portion 100 is parallel to the length direction of the fixed wing 200, and the length direction (i.e. the extension direction) of the flapping wing 510 is parallel to the length direction of the fixed wing 200; the second driving member 520 may be a drive motor or a drive motor.

[0084] On the one hand, the flapping wing 510 generates lift through reciprocating oscillation, which complements the first power unit 300. It can not only provide auxiliary lift during the take-off and landing phase of manned flight, thereby reducing the load on the rotor 310, but also serve as auxiliary power during the cruise phase, reducing energy consumption and increasing the endurance of the manned aircraft.

[0085] On the other hand, the two flapping wings 510 extend toward the first and second sides that are respectively arranged opposite to each other on the bearing part 100, which can form a symmetrical lift distribution, balance the force on both sides of the manned aircraft, and reduce the risk of tilting caused by excessive load on one side.

[0086] On the other hand, compared to the multi-rotor 310 or large propellers, the flapping wing 510's swing mechanism can be designed to be thinner and lighter, which helps to reduce the overall weight of the manned aircraft; and the two flapping wings 510 extend to the first and second sides respectively, which is conducive to optimizing the overall layout of the aircraft.

[0087] Reference Figures 1 to 3 , Figure 6 as well as Figure 7 In one embodiment, the second power unit 500 further includes a mounting member 530, which is disposed on the support unit 100, and the flapping wing 510 is oscillatingly disposed on the mounting member 530; the second drive member 520 includes a drive wheel 521 and a first drive body 522, the drive wheel 521 is disposed on the flapping wing 510 and rotatably disposed on the mounting member 530, for driving the flapping wing 510 to oscillate back and forth; the first drive body 522 is drivenly connected to the drive wheel 521.

[0088] In this embodiment, the mounting component 530 is a mounting bracket or mounting base, and the drive wheel 521 can be integrally formed with the flapping wing 510, or it can be fixedly connected to the flapping wing 510, or it can be driven connected to the flapping wing 510 through other connection structures.

[0089] The mounting component 530 provides a stable mounting platform for the flapping wing 510 and the drive wheel 521, distributing the oscillating load of the flapping wing 510 to the load-bearing part 100, avoiding localized stress concentration caused by the flapping wing 510 being directly connected to the load-bearing part 100, and extending its service life. The drive wheel 521 converts rotational motion into reciprocating oscillation of the flapping wing 510, with a clear transmission path and low power loss, making it easier to control the oscillation frequency and amplitude compared to direct drive.

[0090] Furthermore, the mounting component 530, drive wheel 521, and first drive body 522 form an independent drive module, which can be manufactured and processed separately, reducing the overall manufacturing cost of the machine. At the same time, the modular structure makes troubleshooting more efficient. If the flapping wing 510 swings abnormally, the drive wheel 521 can be checked separately to see if it is stuck and the first drive body 522 is outputting normally, without disassembling other components.

[0091] Reference Figure 6 and Figure 7 In one embodiment, the first drive body 522 is a drive crank arm that extends to the side of the bearing portion 100 away from the mounting member 530 and oscillates back and forth about the axis of the drive wheel 521.

[0092] In this embodiment, the first drive body 522 drives the drive wheel 521 to rotate through a lever action. On the one hand, the set drive crank arm can effectively amplify the driving torque on the drive wheel 521 by adjusting its own length and swing amplitude using the lever principle, thereby achieving the effect of saving effort.

[0093] On the other hand, extending the drive arm to the side of the support portion 100 away from the mounting member 530 not only helps to position the control point of the drive arm in an area easily accessible or controllable by the flight personnel, thus facilitating flexible human-machine collaborative operation, but also distributes some of the weight of the drive arm to the opposite sides of the support portion 100, preventing the center of gravity from shifting due to concentrated load on the side of the support portion 100 closer to the mounting member 530.

[0094] On the other hand, the motion of the drive arm swinging back and forth around the axis of the drive wheel 521 is simple and direct, making it easy to coordinate with the body movements of the pilot. For example, when the pilot tilts to the left, the swing amplitude of the drive arm on the left can be increased, which will increase the lift of the left flapping wing 510 and assist the fuselage to move to the left. This structural design makes the control logic more in line with human intuition, significantly reduces the operating threshold, and improves flight flexibility and safety.

[0095] Reference Figures 1 to 3 In one embodiment, the two second power units 500 are mirror-symmetrical about a preset axis of symmetry, and the two first drive bodies 522 drive the two flapping wings 510 to swing in the same direction by moving closer to or further away from the preset axis of symmetry.

[0096] In this embodiment, the support unit 100 and the fixed wing 200 are mirror-symmetrical about a preset axis of symmetry, which is the central axis of the support unit 100 and the fixed wing 200. The two first driving bodies 522 drive the two flapping wings 510 to swing in the same direction by swinging towards or away from each other.

[0097] On the one hand, the mirror-symmetric layout based on a preset axis of symmetry not only makes the two flapping wings 510 completely symmetrical in spatial position, but also allows their lift output to naturally form a left-right balance, improving the stability of the manned aircraft's attitude. At the same time, it also ensures that the weight and force of the two second power units 500 are evenly distributed on opposite sides of the load-bearing unit 100, avoiding discomfort caused by excessive force on one side.

[0098] On the other hand, the two first driving bodies 522 drive the two flapping wings 510 to swing in the same direction (such as swinging up or down at the same time) by approaching or moving away from the preset axis of symmetry. This can make the lift on both sides increase or decrease synchronously, thereby forming a superposition of forces and achieving the effect of saving effort.

[0099] On the other hand, the mirror symmetry layout is naturally compatible with the human body structure. The movement of the two drive arms moving closer or further apart can be directly linked with the flight crew's limb movements (such as the arms retracting inward or extending outward), effectively improving the comfort of operation.

[0100] Reference Figures 1 to 3 , Figure 6 as well as Figure 7 In one embodiment, the flapping wing 510 is in an initial position and an extreme position. When the flapping wing 510 is in the initial position, the length direction of the flapping wing 510 is parallel to the length direction of the fixed wing 200. When the flapping wing 510 is in the extreme position, the length direction of the flapping wing 510 intersects with the length direction of the fixed wing 200.

[0101] The drive wheel 521 has a drive shaft 5211, which is rotatably mounted on the mounting part 530; the second power unit 500 also includes a first reset member 540, which is sleeved on the drive shaft 5211 and is used to drive the flapping wing 510 to switch from the extreme position to the initial position.

[0102] In this embodiment, the drive shaft 5211 is coaxially arranged with the drive wheel 521 and is integrally formed with the drive wheel 521; the first reset member 540 is a reset torsion spring, and the two ends of the reset torsion spring are respectively connected to the drive wheel 521 and the mounting member 530. Figure 3 The dotted line in the image refers to the flapping wing 510 at its extreme position.

[0103] When the flapping wing 510 is in its initial position, its length direction is parallel to the fixed wing 200, and the whole forms a streamlined aerodynamic layout with the fixed wing 200, which can reduce air resistance. When the flapping wing 510 is in its extreme position, its flapping plane forms an angle with the airflow direction, which can generate greater lift by cutting the air through high-frequency flapping.

[0104] Meanwhile, the first reset component 540 is sleeved on the drive shaft 5211, which can assist the first drive body 522 and drive wheel 521 in driving the flapping wing 510 to reset from the extreme position to the initial position, thereby achieving the effect of saving effort.

[0105] Reference Figure 6 and Figure 7 In one embodiment, the second driving member 520 further includes a second driving body 523, which is an electric driving structure. The second driving body 523 is disposed on the mounting member 530 and is drivenly connected to the driving wheel 521.

[0106] In this embodiment, the second drive unit 523 is a drive motor or drive motor, and serves as an auxiliary power component. The second drive unit 523 is disposed on the side of the mounting member 530 near the fixed wing 200, that is, on the side of the mounting member 530 away from the support portion 100. It can be understood that the second drive unit 523 can serve as the main power component, and the first drive unit 522 can serve as an auxiliary power component.

[0107] The second drive body 523 is an electric drive structure that works in conjunction with the first drive body 522 to drive the drive wheel 521 to rotate. The first drive body 522 and the second drive body 523, which work together, form a combined force through the mechanical drive of the crank arm and the continuous output of the electric drive. This can amplify the driving torque on the drive wheel 521 and reduce the load pressure when the first drive body 522 works alone, thereby significantly improving the labor-saving effect and ensuring that the drive wheel 521 can drive the flapping wing 510 to swing more easily and efficiently.

[0108] Reference Figures 1 to 3 , Figure 6 as well as Figure 7 In one embodiment, the mounting member 530 is rotatably disposed on the bearing portion 100 about a preset axis and has a first mounting position and a second mounting position. The preset axis is intersected with the axis of the drive wheel 521. During the take-off, landing and hovering of the manned aircraft, the mounting member 530 is in the first mounting position and the flapping wing 510 is used to provide lift. During the cruise of the manned aircraft, the mounting member 530 is in the second mounting position and the flapping wing 510 is used to provide lift. During the transition of the manned aircraft's take-off and landing, the mounting member 530 switches between the first mounting position and the second mounting position.

[0109] In this embodiment, the preset axis is perpendicular to the axis of the drive wheel 521, and the direction of the preset axis is parallel to the length direction of the flapping wing 510 and the fixed wing 200. When the manned aircraft takes off, lands, or hovers, the flapping wing 510 swings up and down. When the manned aircraft cruises, the flapping wing 510 swings up and down. The mounting component 530 can switch between the first mounting position and the second mounting position through a drive motor or drive motor.

[0110] During takeoff and landing of the manned aircraft, the flapping wing 510 can output vertical lift, which, together with the lift generated by the rotor 310, counteracts gravity, reducing the power load of a single rotor 310 and the first drive unit 320. During the cruise phase of the manned aircraft, the mounting component 530 can adjust its attitude to ensure that the flapping wing 510 focuses on providing lift, thereby generating lift together with the rotor 310 and ensuring the attitude stability of the manned aircraft. During the hovering phase of the manned aircraft, the mounting component 530 can adjust its attitude to ensure that the lift generated by the flapping wing 510 is stably upward, accurately balancing gravity and achieving stable hovering for a long time.

[0111] The mounting component 530 only needs to be switched between the first mounting position and the second mounting position to ensure that the flapping wing 510 always provides lift during the take-off, landing, cruise and hovering of the manned aircraft. This eliminates the need for complex multi-degree-of-freedom adjustments, simplifies the control algorithm, and reduces potential failure points. At the same time, the mechanical limit of the preset position ensures the consistency of the angle of the mounting component 530 and avoids lift deviation caused by over- or under-adjustment.

[0112] In addition, by adjusting the position of the mounting component 530, the direction of the lift of the flapping wing 510 can be changed. Combined with the independent control of the flapping wings 510 on both sides, it can generate lateral or longitudinal torque, which can assist the fuselage in completing lateral movement, pitch and other actions, further enhancing the attitude control flexibility of the manned aircraft.

[0113] Reference Figures 1 to 3 , Figure 6 as well as Figure 7 In one embodiment, the first drive body 522 is a drive crank arm. The first drive body 522 extends to the side of the bearing portion 100 away from the mounting member 530 and reciprocates around a preset axis to drive the mounting member 530 to switch between a first mounting position and a second mounting position.

[0114] In this embodiment, the first driving body 522 not only drives the driving wheel 521 to rotate through the lever action, but also drives the mounting member 530 to rotate around a preset axis so as to drive the mounting member 530 to switch between the first mounting position and the second mounting position.

[0115] On the one hand, the drive crank arm can effectively amplify the driving torque on the mounting component 530 by adjusting its length and swing amplitude using the lever principle, thereby achieving a labor-saving effect and ensuring that the mounting component 530 can switch positions more easily and efficiently.

[0116] On the other hand, the switch between the first and second mounting positions of the mounting component 530 can be achieved simply by driving the crank arm, without the need for additional complex structures, which simplifies the overall design of the operating system. This streamlined design not only reduces redundant components and lowers manufacturing and maintenance costs, but also reduces potential failure points and improves system reliability.

[0117] Reference Figure 6 and Figure 7 In one embodiment, the mounting member 530 has an installation space, and the drive wheel 521 is rotatably disposed within the installation space.

[0118] In this embodiment, the first reset member 540 is disposed within the mounting space. The mounting space not only provides physical protection but also allows components such as the drive wheel 521 to be centrally arranged on the mounting member 530, reducing the space occupied by each component and improving the structural integration of the second power unit 500.

[0119] Reference Figures 1 to 3 , Figure 6 as well as Figure 7 In one embodiment, the second power unit 500 is located on the side of the fixed wing 200 near the support portion 100. In this embodiment, the fixed wing 200 covers the second power unit 500. It is understood that the fixed wing 200 and the second power unit 500 may also be staggered, that is, the second power unit 500 is located on the side of the fixed wing 200 in the width direction of the fixed wing 200.

[0120] The above structural design helps to optimize the spatial layout of various components in a manned aircraft, thereby reducing the overall size of the manned aircraft.

[0121] Reference Figure 1 , Figure 2 as well as Figure 8 In one embodiment, the manned aircraft further includes a control unit 600, which is electrically connected to the first power unit 300 and the second power unit 500.

[0122] In this embodiment, the control unit 600 may be a control platform or control handle with a control circuit board and control buttons; the control unit 600 is electrically connected to the first drive member 320, the adjustment power member 410 and the second drive body 523.

[0123] The control unit 600 is electrically connected to the first power unit 300 and the second power unit 500, enabling unified control of the first power unit 300 and the second power unit 500. This achieves coordinated and intelligent management of the multi-power system, which not only improves flight stability, safety and energy efficiency, but also reduces operational complexity.

[0124] Reference Figure 1 , Figure 2 as well as Figure 8 In one embodiment, the manned aircraft further includes a power supply battery 700, which is disposed on the support unit 100 and electrically connected to the control unit 600; the manned aircraft also includes a solar film, which is disposed on and covers the fixed wing 200, and is electrically connected to the power supply battery 700.

[0125] In this embodiment, the power supply battery 700 is fixedly installed on the side of the support portion 100 away from the fixed wing 200 to ensure the balance of the center of gravity of the support portion 100; the solar film completely covers the fixed wing 200.

[0126] The power supply battery 700 supplies power to the first power unit 300, the second power unit 500, and the adjustment unit 400 via the control unit 600, ensuring the manned aircraft can operate normally in complex environments and meet basic flight requirements. The solar film covering the fixed wing 200 can fully utilize sunlight resources during flight, converting solar energy into electrical energy and replenishing the power supply battery 700 in real time, thereby extending the effective service life of the power supply battery 700, reducing the risk of forced landing due to power depletion, and improving the overall endurance of the aircraft.

[0127] Reference Figures 1 to 3 as well as Figures 9 to 11 In one embodiment, the manned aircraft further includes two assist units 800 extending toward a first side and a second side respectively disposed opposite to each other on the support unit 100. Each assist unit 800 has an assist space 850 and an assist port 860, which communicates with the assist space 850. During takeoff and landing of the manned aircraft, the assist port 860 is located below the assist space 850. Air outside the assist space 850 enters the assist space 850 when the assist unit 800 moves downward, thereby increasing the volume of the assist space 850. Air inside the assist space 850 is discharged outside the assist space 850 when the assist unit 800 moves upward, thereby decreasing the volume of the assist space 850.

[0128] In this embodiment, the direction from the first side to the second side of the support portion 100 is parallel to the length direction of the fixed wing 200; the assist space 850 is a closed space, and the assist space 850 is connected to the outside world only through the assist port 860.

[0129] During the takeoff and landing of the manned aircraft, the booster port 860 is located below the booster space 850. When the booster unit 800 moves downward synchronously with the fuselage, the air outside the booster space 850 enters rapidly through the booster port 860, increasing the volume of the space. According to the principles of fluid dynamics, the influx of air will generate an upward reaction force, providing additional lift to the fuselage, helping to counteract gravity, reducing the lift load on the rotor 310 and flapping wing 510, shortening the takeoff time or reducing the landing impact.

[0130] At the same time, when the booster 800 moves upward, the air in the booster space 850 is discharged through the booster port 860. The volume becomes smaller, and the discharged airflow will form downward resistance, which can buffer the rapid upward trend of the fuselage, avoid turbulence caused by the sudden increase in lift, and improve the comfort and safety of the flight crew.

[0131] The air intake and exhaust of the Assist 800 relies on its own vertical movement along with the aircraft. It is a passive operation and does not require active drive components such as motors or hydraulics. It can achieve power amplification and buffering through mechanical structure alone, which simplifies system design and reduces energy consumption, meeting the requirements of lightweight and low-energy consumption for manned aircraft.

[0132] Reference Figures 1 to 3 In one embodiment, the two assisting parts 800 are mirror-symmetrical about a preset axis of symmetry. In this embodiment, the supporting part 100 and the fixed wing 200 are mirror-symmetrical about a preset axis of symmetry, which is the central axis of the supporting part 100 and the fixed wing 200.

[0133] The mirror-symmetric layout based on a preset axis of symmetry not only ensures that the two booster units 800 are completely symmetrical in spatial position, but also allows their lift output to naturally achieve left-right balance, improving the stability of the manned aircraft's attitude. At the same time, it also ensures that the weight and force of the two booster units 800 are evenly distributed on opposite sides of the load-bearing unit 100, avoiding discomfort caused by excessive force on one side.

[0134] Reference Figures 9 to 11 In one embodiment, the assisting part 800 includes a mounting shaft 810, two assisting members 820, a cover 830, and a second reset member 840. The mounting shaft 810 is disposed on the bearing part 100. The two assisting members 820 are respectively rotatably disposed on opposite sides of the axis of the mounting shaft 810, facing each other or back to back. The cover 830 covers the two assisting members 820 and the two openings between the two assisting members 820. The second reset member 840 is disposed on the mounting shaft 810 and is used to make the two assisting members 820 rotate towards each other.

[0135] In this embodiment, the axial direction of the mounting shaft 810 is parallel to the length direction of the fixed wing 200, the assisting component 820 is an assisting frame, and the covering component 830 is a flexible skin or fabric. The flexible skin or fabric is a sheet material with high flexibility and deformability. It is usually composed of a fiber substrate and a functional coating. It has physical properties such as lightness, thinness, tensile strength, and tear resistance. It can change shape according to external forces (such as tension, pressure, airflow impact, etc.) and can partially or completely restore its original shape after deformation.

[0136] The two openings between the first assist member 820 and the second assist member 820 refer to two openings spaced apart along the axis of the mounting shaft 810, namely one opening near the bearing portion 100 and one opening away from the bearing portion 100; the second reset member 840 is a reset torsion spring, which is sleeved on the mounting shaft 810, and its two ends are respectively connected to the two assist members 820; in order to ensure that the first assist member 820 and the second assist member 820 can smoothly approach each other, there are multiple second reset members 840, and the multiple second reset members 840 are spaced apart along the axis of the mounting shaft 810.

[0137] The two assist components 820 and the cover 830 used in conjunction ensure that the assist space 850 is a closed space connected to the outside world only through the assist port 860. This structural design helps to enhance the lift provided by the assist unit 800. The second reset component 840 can automatically pull the assist components 820 back to their original positions after they rotate in opposite directions due to external forces, ensuring that the assist space 850 maintains its minimum volume or initial shape when not in operation. This avoids additional air resistance caused by the random shaking of the assist components 820, and at the same time, it stores initial potential energy for the next take-off and landing assist action. In addition, the two assist components 820 are located on opposite sides of the mounting shaft 810, forming a symmetrical structure. The lift or drag generated when air is inhaled or exhaled can be evenly applied to the first and second sides of the bearing unit 100, avoiding fuselage tilting caused by unilateral force.

[0138] Reference Figures 1 to 3 In one embodiment, the support portion 100 is a support armor or support suit. In this embodiment, the support portion 100 is a support armor, and the support portion 100 is worn on the pilot by means of loops, belts, straps, buckles, or knots.

[0139] The load-bearing armor or suit not only possesses certain impact resistance, puncture resistance, or abrasion resistance properties, but also provides additional protection for flight personnel during manned aircraft takeoff and landing, low-altitude flight, or sudden collisions, reducing the risk of limb injuries.

[0140] Meanwhile, the load-bearing armor or load-bearing suit is usually designed according to the human body shape. When used as the load-bearing part 100, it can fit more closely to the user's body, preventing the pilot from sliding relative to the load-bearing part 100 due to turbulence and turning during flight. This ensures the pilot's stable control posture and reduces the risk of operational errors.

[0141] In addition, the load-bearing armor or suit, as a load-bearing structure, can distribute the weight of the aircraft and the impact force of airflow during flight to multiple stress points of the pilot (such as shoulders, back, and waist), avoiding fatigue caused by excessive local pressure and extending service life.

[0142] Reference Figures 1 to 3 In one embodiment, an assistive part 800 is disposed at the knee of the support part 100, and an exoskeleton assistive device 900 is installed at the knee and / or hip of the support part 100.

[0143] By placing the assist unit 800 at the knee of the support unit 100, this design can make full use of the natural flexion and extension movements of the human knee, and drive the assist space 850 of the assist unit 800 to achieve volume changes more conveniently (such as the assist space 850 expanding to draw in air when the knee is bent and contracting to expel air when it is straightened). It can efficiently complete the air intake and exhaust without the need for additional complex drive structures, thus enhancing the pneumatic assistance effect.

[0144] Meanwhile, the exoskeleton assistors 900 at the knees and hips provide targeted assistance to key parts of the pilot's lower limbs: reducing the load on the knees during takeoff, landing, and hovering, and assisting the hips in generating power when adjusting body posture, significantly reducing the pilot's physical exertion and operational fatigue. This design effectively lowers the barrier to entry for manned aircraft, allowing people with relatively weak lower limb strength (such as beginners or those with limited physical fitness) to easily master flight skills, thus broadening the applicability of manned aircraft.

[0145] Reference Figures 1 to 3 In one embodiment, the fixed wing 200 has an inflation space for filling with buoyancy gas.

[0146] In this embodiment, the buoyant gas is helium. It is understood that the buoyant gas may also be hydrogen, hot air, or neon.

[0147] The fixed wing 200 is equipped with an inflation space, a structural design that itself reduces its weight. At the same time, after the inflation space is filled with buoyancy gas, the upward buoyancy generated by the buoyancy gas can directly offset the weight of the fixed wing itself and part of the fuselage, reducing the lift requirements of the first power unit 300, the second power unit 500 and the booster unit 800 and other power components.

[0148] In summary, implementing the manned aircraft provided in this embodiment has at least the following beneficial technical effects: This application, by adding a first power unit 300, specifically provides lift during takeoff and landing, thereby achieving vertical takeoff and landing. This structural design eliminates the need for the fixed wing 200 to rely on relative motion with the airflow for takeoff and landing, freeing it from dependence on long runways, improving its environmental adaptability, and broadening its application scenarios. Simultaneously, the fixed wing 200 generates lift during cruise by relative motion with the airflow, leveraging the inherent advantages of long range and low energy consumption of the fixed wing 200 to ensure the manned aircraft's endurance and flight efficiency. Furthermore, vertical takeoff and landing reduces the operational difficulty of takeoff and landing, lowers the risk of accidents due to insufficient runway length, and improves the operational safety of the manned aircraft.

[0149] The above are merely preferred embodiments of this application and are not intended to limit this application. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A manned flying vehicle for carrying and driving a flying person to fly, characterized in that, The manned aircraft includes: a carrier unit for being worn on the flight personnel; A fixed wing, mounted on the load-bearing section, is used to generate lift by relative motion with the airflow during cruise of the manned aircraft. The first power unit, located on the fixed wing, is used to provide lift during the takeoff and landing of the manned aircraft.

2. The manned vehicle of claim 1, wherein, The first power unit includes a rotor and a first drive unit. The rotor is rotatably mounted on the fixed wing and is used to provide lift during the take-off and landing of the manned aircraft. The first drive unit is driven to connect with the rotor.

3. The manned vehicle of claim 2, wherein, The manned aircraft also includes an adjustment unit disposed on the fixed wing and drivenly connected to the first power unit to adjust the attitude of the rotor so that the rotor provides lift during takeoff, landing, cruise and hovering of the manned aircraft.

4. The manned vehicle of claim 3, wherein, The adjustment unit includes an adjustment power component disposed on the fixed wing. The adjustment power component has an adjustment power shaft, which is drivenly connected to the first drive component to drive the first drive component and the rotor to rotate relative to the fixed wing.

5. The manned vehicle of claim 4, wherein, The adjustment unit further includes a support member, which is disposed on the fixed wing and located between the first driving member and the adjustment power member; the support member is provided with a support hole, and the adjustment power shaft rotatably passes through the support hole.

6. The manned vehicle of claim 1, wherein, The manned aircraft also includes two second power units, each including flapping wings and a second drive unit. The two flapping wings extend toward a first side and a second side opposite to each other on the support unit, and are swing-mounted on the support unit to provide lift. The second driving component is connected to the flapping wing drive to drive the flapping wing to swing back and forth.

7. The manned vehicle of claim 6, wherein, The second power unit also includes a mounting component, which is disposed on the bearing unit, and the flapping wing is disposed on the mounting component; The second driving component includes a driving wheel and a first driving body. The driving wheel is disposed on the flapping wing and rotatably disposed on the mounting component, and is used to drive the flapping wing to swing back and forth. The first driving body is drivingly connected to the driving wheel.

8. The manned vehicle of claim 7, wherein, The first driving body is a drive crank arm, which extends to the side of the bearing portion away from the mounting member and oscillates back and forth around the axis of the drive wheel.

9. The manned vehicle of claim 8, wherein, The two second power units are mirror-symmetrical about a preset axis of symmetry, and the two first drive bodies drive the two flapping wings to swing in the same direction by moving closer to or further away from the preset axis of symmetry.

10. The manned vehicle of claim 7, wherein, The flapping wing is in an initial position and an extreme position. When the flapping wing is in the initial position, the length direction of the flapping wing is parallel to the length direction of the fixed wing. When the flapping wing is in the extreme position, the length direction of the flapping wing intersects with the length direction of the fixed wing. The drive wheel has a drive shaft, which is rotatably mounted on the mounting component; the second power unit further includes a first reset component, which is sleeved on the drive shaft and is used to drive the flapping wing to switch from the extreme position to the initial position.

11. The manned vehicle of claim 7, wherein, The second driving component further includes a second driving body, which is an electric driving structure. The second driving body is disposed on the mounting component and is drivingly connected to the driving wheel.

12. The manned vehicle of claim 7, wherein, The mounting component is rotatably disposed on the bearing portion about a preset axis, and has a first mounting position and a second mounting position, wherein the preset axis intersects with the axis of the drive wheel; During takeoff, landing, and hovering of the manned aircraft, the mounting component is in the first mounting position, and the flapping wing is used to provide lift; during cruise of the manned aircraft, the mounting component is in the second mounting position, and the flapping wing is used to provide lift; during the transition of takeoff and landing of the manned aircraft, the mounting component switches between the first mounting position and the second mounting position.

13. The manned vehicle of claim 12, wherein, The first driving body is a drive crank arm. The first driving body extends to the side of the bearing part away from the mounting member and reciprocates around the preset axis to drive the mounting member to switch between the first mounting position and the second mounting position.

14. The manned vehicle of claim 7, wherein, The mounting component has an installation space, and the drive wheel is rotatably disposed within the installation space.

15. The manned vehicle of claim 6, wherein, The second power unit is located on the side of the fixed wing closest to the load-bearing unit.

16. The manned vehicle of claim 6, wherein, The manned aircraft also includes a control unit, which is electrically connected to the first power unit and the second power unit.

17. The manned vehicle of claim 16, wherein, The manned aircraft also includes a power supply battery, which is disposed on the carrier and electrically connected to the control unit; The manned aircraft also includes a solar film disposed on and covering the fixed wing, and the solar film is electrically connected to the power supply battery.

18. The manned vehicle of any one of claims 1 to 17, wherein, The manned aircraft also includes two assist units extending toward a first side and a second side respectively, which are disposed opposite to each other on the support unit. The assist units have an assist space and an assist port, and the assist port is connected to the assist space. During the takeoff and landing of the manned aircraft, the assist port is located below the assist space; air outside the assist space enters the assist space when the assist part moves downward, so as to increase the volume of the assist space; air inside the assist space is discharged to the outside of the assist space when the assist part moves upward, so as to decrease the volume of the assist space.

19. The manned vehicle of claim 18, wherein, The assisting part includes: a mounting shaft disposed in the bearing part; Two assisting components are respectively arranged on opposite sides of the axis of the mounting shaft, rotating towards or away from each other. A cover that covers the two auxiliary components and the two openings between the two auxiliary components; The second reset element is disposed on the mounting shaft and is used to make the two assisting elements rotate in opposite directions.

20. The manned vehicle of claim 18, wherein, The supporting part is a supporting armor or supporting clothing.

21. The manned vehicle of claim 20, wherein, The assistive part is located at the knee of the support part, and an exoskeleton assistive device is installed at the knee and / or hip of the support part.

22. The manned vehicle of claim 1, wherein, The fixed wing has an inflation space, which is filled with buoyancy gas.

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