A vertical takeoff and landing manned aircraft

Abstract

This utility model discloses a vertical takeoff and landing manned aircraft, including a right forward hovering power system, a right forward tilting power system, a right rear tilting power system, a right rear hovering power system, a vertical tail, a left rear hovering power system, a left rear tilting power system, a rear wing, a fuselage, landing gear, a left forward tilting power system, a front wing, and a left forward hovering power system. This utility model, while ensuring a large power redundancy and high safety, can reduce flight drag in forward flight and increase the aircraft's endurance. Furthermore, during the transition flight process, four hovering power systems remain operational, which reduces the safety risks during tilting to some extent. Due to the large number of propellers and the relatively small disk load, the aerodynamic noise of the propellers can be significantly reduced.

Description

Technical Field

[0001] This utility model belongs to the field of aircraft technology, specifically relating to a vertical take-off and landing manned aircraft. Background Technology

[0002] An aircraft is a device that flies within or outside the atmosphere (space). Aircraft are classified into three categories: aircraft, spacecraft, and rockets and missiles. Aircraft that fly within the atmosphere are called aircraft, such as balloons, airships, and airplanes. They take off and fly using the static buoyancy of the air or aerodynamic forces generated by the relative motion of air. Spacecraft that fly in space are called spacecraft, such as artificial Earth satellites, manned spacecraft, space probes, and space shuttles. They gain the necessary speed to enter space under the propulsion of a launch vehicle and then rely on inertia to perform orbital motions similar to celestial bodies.

[0003] An aircraft is a man-made flying object that can leave the ground, fly in space, and be controlled by humans, either within the atmosphere or in outer space. Those that fly within the atmosphere are called aircraft, and those that fly in outer space are called spacecraft.

[0004] Quadcopters are a type of micro-aircraft and also a kind of intelligent robot. Initially created by aviation model enthusiasts, they were later developed by many automation manufacturers who recognized their versatility. Utilizing four rotors as engines, they fly in the air. Their small size and light weight make them suitable for carrying and using unmanned aerial vehicles (UAVs), allowing them to carry payloads and possess autonomous navigation capabilities. They can complete specific flight missions in complex and dangerous environments. They can also be used for entertainment, such as playing the piano or playing augmented reality games; however, various problems still exist with the various quadcopters on the market.

[0005] For example, the manned tail rotorless vertical takeoff and landing (VTOL) aircraft disclosed in authorization announcement number CN103523219B, although it achieves the addition of a pylon and pilot seat at the end of the crankshaft below the original rotating gyroscope device, allowing the pilot to control the angle of the rudder on the gyroscope body under the strong airflow of the propeller, thus controlling the takeoff and landing of the aircraft, does not solve the problems of existing VTOL aircraft. Either the power redundancy is too low, with only 4 or 6 powered rotors, posing a significant safety risk during flight transitions; if one or two rotors malfunction, the probability of a crash is high. Or, there are multiple power systems, but the basic power is only for lift, with thrust being a separate system. In this case, the lift-providing power will not do work during the cruise phase, resulting in significant drag and affecting the aircraft's endurance. Therefore, we propose a manned VTOL aircraft. Utility Model Content

[0006] The purpose of this utility model is to provide a vertical take-off and landing manned aircraft, which is mainly used to solve the problems of existing aircraft with large power redundancy and low safety risks. In this manned or cargo aircraft, part of the power is used for vertical take-off and landing and also for forward flight. At the same time, the front and rear power are staggered vertically to reduce aerodynamic interference, reduce flight drag generated during forward flight, and improve the aircraft's endurance.

[0007] To achieve the above objectives, this utility model provides the following technical solution: a vertical takeoff and landing manned aircraft, comprising a right front hovering power system, a right front tilting power system, a right rear tilting power system, a right rear hovering power system, a vertical tail, a left rear hovering power system, a left rear tilting power system, a rear wing, a fuselage, landing gear, a left front tilting power system, a front wing, and a left front hovering power system;

[0008] The front wing is located at the lower front of the fuselage and is kept symmetrical and balanced on both sides of the fuselage. The right front hovering power system and the left front hovering power system are mounted on the front wing, and there are several right front hovering power systems and left front hovering power systems, which are symmetrically arranged on the front wing about the fuselage.

[0009] The right forward tilt-rotation power system is located on the right wingtip of the front wing, and similarly, the left forward tilt-rotation power system is located on the left wingtip of the front wing; flaps and ailerons are movably provided on the front wing, with several flaps and several ailerons symmetrically provided.

[0010] The rear wing is fixedly mounted on the upper rear end of the fuselage, and the rear wing is kept symmetrical and balanced on both sides of the fuselage. The right rear hovering power system and the left rear hovering power system are mounted on the rear wing, and there are multiple right rear hovering power systems and left rear hovering power systems, which are symmetrical about the fuselage.

[0011] The left rear tilt-rotor system is mounted on the wingtip of the rear wing, and the right rear tilt-rotor system is mounted on the wingtip of the rear wing.

[0012] The rear wing is equipped with ailerons, and several ailerons are symmetrically arranged. The rear wing is also equipped with flaps, and several flaps are symmetrically arranged. The front wing is screwed to the lower front of the fuselage, and the rear wing is also screwed to the upper rear of the fuselage. The landing gear is mounted on the lower center of the fuselage, and the landing gear and the fuselage are welded together, or the landing gear is in the form of leaf springs. The vertical tail is mounted on the tail end of the fuselage and is located behind the rear wing. The vertical tail has a rudder for controlling the yaw of the aircraft, and the vertical tail is not limited to a single vertical tail.

[0013] Preferably, the forward wing is configured as a gull wing, a forward-swept wing, or a straight wing, and the rear wing is configured as a swept wing or a multi-segment wing. The gull wing, the forward-swept wing, the swept wing, and the multi-segment wing are not limited to existing wings. The forward wing and the rear wing can be combined in various ways, including with the forward wing on top and the rear wing on the bottom; with the forward wing on the bottom and the rear wing on top; with both the forward wing and the rear wing on top or both on the bottom; and the rear wing is mounted on the fuselage or on a single or twin vertical tail, with the forward wing mounted in the same way.

[0014] Preferably, the right front tilt power system, the left front tilt power system, the left rear tilt power system, and the right rear tilt power system are propeller-driven or ducted-drive; similarly, the right front hover power system, the left front hover power system, the right rear hover power system, and the left rear hover power system are propeller-driven or ducted-drive.

[0015] Preferably, the right forward tilt-power system, the left forward tilt-power system, the left rearward tilt-power system, the right rearward tilt-power system, the right forward hovering power system, the left forward hovering power system, the right rearward hovering power system, and the left rearward hovering power system are not limited to a combination of propeller power or ducted motor power. The right forward tilt-power system, the left forward tilt-power system, the left rearward tilt-power system, and the right rearward tilt-power system extend the wing along the wingspan. The right forward hovering power system, the left forward hovering power system, the right rearward hovering power system, and the left rearward hovering power system are configured as tilt-power systems as required. Similarly, the right forward tilt-power system, the left forward tilt-power system, the left rearward tilt-power system, and the right rearward tilt-power system are configured as tilt-power systems as required.

[0016] Preferably, the landing gear is a fixed landing gear or a tricycle spring landing gear, and the right forward tilt power system, the left forward tilt power system, the left rearward tilt power system and the right rearward tilt power system are fixedly tilted forward at an angle as required to form a fixed power.

[0017] Preferably, the right front hovering power system, the right front tilting power system, the right rear tilting power system, and the right rear hovering power system are each connected to a control module. When it is necessary to adjust the tilting angle, the control module receives the angle command and drives the actuator cylinder to extend or retract.

[0018] Preferably, the left forward tilt power system includes an actuator, a connecting rod, and a tilting connector. The actuator extends and retracts to push the connecting rod, which in turn drives the tilting connector to rotate, forming a crank-slider-connecting rod mechanism. When the left forward tilt power system is in a hovering state (90°), the actuator is in an extended state and is fixed to the outer wall of the left forward tilt power system, forming a whole. The entire system is in a fixed hovering state at 90°. When the actuator shortens, it drives the connecting rod to retract downwards. At this time, the connecting rod drives the tilting connector to rotate around the axis where the tilting connector is located, causing the entire left forward tilt power system to tilt forward until it reaches a 0° forward flight state, causing the left forward tilt power system to tilt. The tilting process of the tilt power system from 0° to 90° is reversed. The tilting power systems of the right forward tilt power system, the left rearward tilt power system, and the right rearward tilt power system are the same and all adopt the same structure.

[0019] Compared with the prior art, the beneficial effects of this utility model are:

[0020] This invention, while ensuring a large power redundancy and high safety, can reduce flight drag in forward flight and increase the aircraft's endurance. At the same time, during the transition flight process, four hovering power systems are still working, which reduces the safety risks during the tilting process to a certain extent. Because this aircraft has many propellers and a small disk load, it can significantly reduce propeller aerodynamic noise. Attached Figure Description

[0021] Figure 1 This is an isometric view of the hovering state of this utility model;

[0022] Figure 2 This is a top view of the hovering state of this utility model;

[0023] Figure 3 This is a schematic diagram of the left side of this utility model;

[0024] Figure 4 This is an isometric view of the transition state of this utility model;

[0025] Figure 5 This is an isometric view of the forward flight state of this utility model;

[0026] Figure 6 This is one of the schematic diagrams of the tilting power system of this utility model;

[0027] Figure 7 This is the second schematic diagram of the tilting power system of this utility model;

[0028] Figure 8 This is a flowchart of the method of this utility model.

[0029] In the diagram: 11. Right front hovering power system; 12. Right rear hovering power system; 13. Left rear hovering power system; 14. Left front hovering power system; 21. Right front tilting power system; 22. Right rear tilting power system; 23. Left rear tilting power system; 24. Left front tilting power system; 24-1. Actuator; 24-2. Linkage; 24-3. Tilting connector; 30. Vertical tail; 40. Rear wing; 41. Aileron; 50. Fuselage; 60. Landing gear; 70. Canard wing; 71. Flaps. Detailed Implementation

[0030] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0031] Please see Figures 1-6 This utility model provides a technical solution: a vertical takeoff and landing manned aircraft, including a right front hovering power system 11, a right front tilting power system 21, a right rear tilting power system 22, a right rear hovering power system 12, a vertical tail 30, a left rear hovering power system 13, a left rear tilting power system 23, a rear wing 40, a fuselage 50, a landing gear 60, a left front tilting power system 24, a front wing 70, and a left front hovering power system 14;

[0032] The front wing 70 is disposed at the lower front end of the fuselage 50, and the front wing 70 is kept symmetrical and balanced on both sides of the fuselage 50. The right front hovering power system 11 and the left front hovering power system 14 are mounted on the front wing 70, and there are several right front hovering power systems 11 and left front hovering power systems 14, which are symmetrically arranged on the front wing 70 about the fuselage 50.

[0033] The right forward tilt-rotation power system 21 is located on the right wingtip of the front wing 70, and similarly, the left forward tilt-rotation power system 24 is located on the left wingtip of the front wing 70; flaps 71 and ailerons 41 are movably provided on the front wing 70, and several flaps 71 are symmetrically provided, and similarly, several ailerons 41 are symmetrically provided.

[0034] The rear wing 40 is fixedly mounted on the upper rear end of the fuselage 50, and the rear wing 40 is kept symmetrical and balanced on both sides of the fuselage 50. The right rear hovering power system 12 and the left rear hovering power system 13 are mounted on the rear wing 40, and there are a plurality of right rear hovering power systems 12 and left rear hovering power systems 13, which are symmetrical about the fuselage 50.

[0035] The left rear tilt-rotor system 23 is mounted on the wingtip of the rear wing 40, and the right rear tilt-rotor system 22 is mounted on the wingtip of the rear wing 40.

[0036] The rear wing 40 is provided with ailerons 41, and several ailerons 41 are symmetrically arranged. Similarly, the rear wing 40 is provided with flaps 71, and several flaps 71 are symmetrically arranged. The front wing 70 is screwed to the lower front of the fuselage 50, and the rear wing 40 is also screwed to the upper rear of the fuselage 50. The landing gear 60 is installed in the lower middle of the fuselage 50, and the landing gear 60 and the fuselage 50 are welded together, or the landing gear 60 is in the form of a leaf spring. The vertical tail 30 is installed on the tail end of the fuselage 50 and is located behind the rear wing 40. The vertical tail 30 has a rudder for controlling the yaw of the aircraft. The vertical tail is not limited to a single vertical tail.

[0037] To maintain stable flight and improve safety, in this embodiment, preferably, the front wing 70 is configured as a gull wing, a forward-swept wing, or a straight wing, and the rear wing 40 is configured as a gull wing, a swept wing, or a multi-segment wing. The gull wing, the forward-swept wing, the swept wing, and the multi-segment wing are not limited to existing wings. The front wing 70 and the rear wing 40 can be combined in various ways, including with the front wing 70 on top and the rear wing 40 on the bottom; with the front wing 70 on the bottom and the rear wing 40 on top; with both the front wing 70 and the rear wing 40 on top or both on the bottom; and the rear wing 40 is mounted on the fuselage 50 or on a single or twin vertical tail, with the front wing 70 mounted in the same way.

[0038] In order to enable the aircraft to operate with multiple power modes and achieve stable flight, in this embodiment, preferably, the right forward tilt power system 21, the left forward tilt power system 24, the left rearward tilt power system 23, and the right rearward tilt power system 22 are propeller-driven or ducted propulsion systems; similarly, the right forward hover power system 11, the left forward hover power system 14, the right rear hover power system 12, and the left rear hover power system 13 are propeller-driven or ducted propulsion systems.

[0039] To enable the aircraft to adjust according to its flight status and facilitate control, in this embodiment, preferably, the right forward tilt power system 21, the left forward tilt power system 24, the left rearward tilt power system 23, the right rearward tilt power system 22, the right forward hovering power system 11, the left forward hovering power system 14, the right rearward hovering power system 12, and the left rearward hovering power system 13 are not limited to a combination of propeller power or ducted motor power. The forward tilt-rotation power system 24, the left rear tilt-rotation power system 23, and the right rear tilt-rotation power system 22 extend along the wing span. The right forward hovering power system 11, the left forward hovering power system 14, the right rear hovering power system 12, and the left rear hovering power system 13 are configured as tilt-rotation power systems, i.e., full tilt-rotation power systems, as required. Similarly, the right forward tilt-rotation power system 21, the left forward tilt-rotation power system 24, the left rear tilt-rotation power system 23, and the right rear tilt-rotation power system 22 are configured as hovering power systems as required.

[0040] The right front suspension power system 11, the right front tilt power system 21, the right rear tilt power system 22, and the right rear suspension power system 12 are each connected to a control module. When the tilt angle needs to be adjusted, the control module receives the angle command and drives the actuator cylinder 24-1 to extend or retract.

[0041] To maintain the stability of the aircraft's center of gravity, in this embodiment, preferably, the center connecting line O' of the right front hovering power system 11, the left front hovering power system 14, the right rear hovering power system 12, and the left rear hovering power system 13 is located near the front and rear of the aircraft's center of gravity CG during hovering, and the distance is within the center of gravity envelope. Similarly, the center connecting line O of the right front tilt power system 21, the left front tilt power system 24, the left rear tilt power system 23, and the right rear tilt power system 22 is located near the front and rear of the aircraft's center of gravity CG during hovering, and the distance is within the center of gravity envelope.

[0042] To enable the aircraft to perform hovering and emergency braking control, in this embodiment, preferably, when the fuselage 50 is hovering, the right forward tilt power system 21, the left forward tilt power system 24, the left rearward tilt power system 23, and the right rearward tilt power system 22 are all in a 90° state, while during forward flight, they will be in a 0° state; the tilt range of the right forward tilt power system 21, the left forward tilt power system 24, the left rearward tilt power system 23, and the right rearward tilt power system 22 is -15° to 115°, and the fuselage 50 deflects more than 90° during forward flight and emergency braking.

[0043] In order to enable the aircraft to maintain a stable hovering state, in this embodiment, preferably, the left forward tilt power system 24, the right forward tilt power system 21, the left rearward tilt power system 23, and the right rearward tilt power system 22 are in the process of tilting from 0° to 90°, and the right forward hovering power system 11, the left forward hovering power system 14, the right rearward hovering power system 12, and the left rearward hovering power system 13 are all in the working state, so that the aircraft is in a hovering state.

[0044] To ensure stable flight, in this embodiment, preferably, when the right forward tilt-rotor system 21, the left forward tilt-rotor system 24, the left rearward tilt-rotor system 23, and the right rearward tilt-rotor system 22 are at 0°, the right forward hovering system 11, the left forward hovering system 14, the right rearward hovering system 12, and the left rearward hovering system 13 will enter a rotor lock state, keeping the rotor system parallel to the incoming airflow. At this time, the flaps 71 on the forward wing 70 are in operation, and similarly, the ailerons 41 on the rear wing 40 will also be in operation, jointly controlling the roll and pitch of the aircraft in forward flight, thus maintaining a stable flight state.

[0045] The landing gear 60 is a fixed landing gear or a tricycle spring landing gear. The right forward tilt power system 21, the left forward tilt power system 24, the left rearward tilt power system 23 and the right rearward tilt power system 22 are fixedly tilted forward at an angle as required to form a fixed power.

[0046] In order to enable the tilting power system to tilt and adjust, in this embodiment, preferably, the left front tilting power system 24 includes an actuator 24-1, a connecting rod 24-2, and a tilting connector 24-3. The actuator 24-1 extends and retracts to push the connecting rod 24-2, and the connecting rod 24-2 drives the tilting connector 24-3 to rotate to form a crank-slider-connecting rod mechanism. The actuator 24-1 serves as a power source and is not limited to a cylinder or a hydraulic cylinder. Its extension and retraction length ranges from 90mm to 510mm. When the left forward tilt power system 24 is in a hovering state (90°), the actuator 24-1 is in an extended state. At this time, the actuator 24-1 is fixed to the outer wall of the left forward tilt power system 24, forming a whole. The entire system is in a hovering 90° fixed state. The length of the actuator 24-1 is shortened, which will drive the connecting rod 24-2 to retract downward. At this time, the connecting rod 24-2 will drive the tilting connector 24-3, and then rotate around the axis of rotation (the wingtip is the fixed end) where the tilting connector 24-3 is located. This will drive the entire left forward tilt power system 24 to tilt forward until it reaches the forward flight 0° state, thereby driving the left forward tilt power system 24 to tilt. The tilting process of the tilt power system from 0° to 90° is the reverse. The right front tilt power system 21, the left rear tilt power system 23, and the right rear tilt power system 22 have the same tilt power system and all adopt the same structure; the connecting rod 24-2 is made of high-strength aluminum alloy, and similarly, the tilt connector 24-3 is made of high-strength aluminum alloy. The connecting rod 24-2 and the tilt connector 24-3 are hinged.

[0047] The working process of this utility model:

[0048] Step 1, takeoff of the aircraft: The right front hovering power system 11, left front hovering power system 14, right rear hovering power system 12 and left rear hovering power system 13 operate and rotate, and cooperate with the vertically upward right front tilting power system 21, left rear tilting power system 23, right rear tilting power system 22 and left front tilting power system 24. The propellers driven by each tilting power system and each hovering power system rotate at higher speeds, making the overall lift greater than the weight of the aircraft, thus enabling the aircraft to take off vertically until it reaches a certain height;

[0049] When the aircraft's attitude (nose) is tilted longitudinally downwards or upwards around its center of gravity, the lift of the fore-and-aft power systems is adjusted by increasing (or decreasing) the propeller speeds of the forward tilt power systems 24 and 21 and the forward hover power systems 11 and 14, while simultaneously decreasing (or increasing) the propeller speeds of the rear tilt power systems 22 and 23 and the rear hover power systems 12 and 13. This causes the aircraft's attitude (nose) to tilt upwards (downwards) around its center of gravity, thereby adjusting the aircraft's longitudinal balance. A fixed forward tilt of one angle can be added as needed to create a fixed... By reducing the propeller speeds of the left tilt propeller systems 24 and 23 and the hover propeller systems 14 and 13, and simultaneously reducing (increasing) the propeller speeds of the right tilt propeller systems 21 and 22 and the hover propeller systems 11 and 12, roll control of the aircraft can be achieved. By tilting the right tilt propeller systems 21 and 22 forward (backward) at a small angle, and simultaneously tilting the left tilt propeller systems 24 and 23 backward (forward) at a small angle, counterclockwise (clockwise) yaw control of the aircraft can be achieved, so that the aircraft's heading remains balanced.

[0050] Step 2, hovering of the aircraft: After the aircraft reaches a safe altitude, it hovers; while hovering, the right forward tilt power system 21, the left forward tilt power system 24, the left rearward tilt power system 23 and the right rearward tilt power system 22 are all in a 90° state. At the same time, the propellers driven by each tilt power system and the propellers driven by each hovering power system provide upward lift to counteract the weight of the aircraft.

[0051] By increasing (decreasing) the propeller speeds of the forward tilt propulsion systems 21 and 24 and the forward hover propulsion systems 11 and 14, while simultaneously decreasing (increasing) the propeller speeds of the rear tilt propulsion systems 22 and 23 and the rear hover propulsion systems 12 and 13, the lift of the fore and aft propulsion systems is adjusted, thereby adjusting the longitudinal balance of the aircraft. Additionally, by increasing (decreasing) the propeller speeds of the left tilt propulsion systems 24 and 23 and the hover propulsion systems 14 and 13, and simultaneously decreasing (increasing) the right... The propeller speeds of the roll propulsion systems 21 and 22 and the hover propulsion systems 11 and 12 control the aircraft's roll to the right and left around the longitudinal axis of the fuselage, thus achieving roll control. By tilting the right roll propulsion systems 21 and 22 forward (backward) at a small angle, while the left roll propulsion systems 24 and 23 tilt backward (forward) at a small angle, counterclockwise (clockwise) yaw control can be achieved, allowing the aircraft to hover. Furthermore, the flaps 71 and ailerons 41 on the canard wing 70 and aft wing 40 will deflect downward, reducing hovering underload.

[0052] Step 3: Transition Flight: The aircraft transitions from hovering to transition flight, with the speed gradually increasing. During this time, the right forward tilt propulsion system 21, left forward tilt propulsion system 24, left rearward tilt propulsion system 23, and right rearward tilt propulsion system 22 rotate from 0° to 90°. The propellers driven by the right forward tilt propulsion system 21 and left forward tilt propulsion system 24 convert part of the thrust into lift and part into forward thrust. Similarly, the propellers driven by the left rearward tilt propulsion system 23 and right rearward tilt propulsion system 22 convert part of the thrust into lift and part into forward thrust. At the same time, the fore and aft wings gradually generate lift, achieving a balance between lift and gravity.

[0053] Due to the increase in flight speed, the aircraft's longitudinal pitch around the center of gravity during the transition state is controlled by increasing (decreasing) the propeller speeds of the forward tilt propulsion systems 21 and 24 and the forward hover propulsion systems 11 and 14, while simultaneously decreasing (increasing) the propeller speeds of the rear tilt propulsion systems 22 and 23 and the rear hover propulsion systems 12 and 13, as well as the upward (downward) deflection of the left and right flaps 71 on the front wing 70 and the downward (upward) deflection of the left and right flaps 71 on the rear wing 40. This is achieved by increasing (decreasing) the propeller speeds of the right hover propulsion systems 11 and 12. The speed is increased, while the propeller speeds of the left hovering power systems 13 and 14 are reduced, as well as the left aileron of the left aileron of the forewing 70 and the right aileron of the rearwing 40 deflects upward (downward) and downward (upward) to control the left (right) roll of the aircraft during the transition state; by increasing (decreasing) the propeller speeds of the left tilt power systems 23 and 24 and simultaneously decreasing (increasing) the propeller speeds of the right tilt power systems 21 and 22 to provide inconsistent thrust to the left and right, and by deflecting the rudder of the vertical tail 30 to the right (left), the right (left) yaw of the aircraft is controlled.

[0054] Step 4, Forward Flight: When the aircraft reaches cruising speed, the right forward tilt-power system 21, left forward tilt-power system 24, left rearward tilt-power system 23, and right rearward tilt-power system 22 all rotate to 0°. The right forward hovering power system 11, left forward hovering power system 14, right rear hovering power system 12, and left rear hovering power system 13 will simultaneously enter the rotor lock state, keeping the rotor system parallel to the incoming airflow. At this time, the thrust for forward flight is provided by the forward and backward tilt-power systems, while the hovering power systems will no longer provide lift. The upward lift of the aircraft is provided by the front and rear wings.

[0055] At the same time, the flaps 71 and ailerons 41 on the front wing 70 and rear wing 40 will rotate to the horizontal and be used as forward flight control surfaces. The upward (downward) deflection of the left and right flaps 71 on the front wing 70 and the downward (upward) deflection of the left and right flaps 71 on the rear wing 40 controls the longitudinal pitch of the aircraft around the center of gravity in forward flight. The left aileron deflection upward (downward) and the right aileron deflection downward (upward) on the left and right ailerons 41 on the front wing 70 and rear wing 40 controls the left (right) roll in forward flight. The aircraft's yaw to the right (left) is controlled by increasing (decreasing) the rotation speed of the propellers on the left tilt power systems 23 and 24 and simultaneously decreasing (increasing) the rotation speed of the propellers on the right tilt power systems 21 and 22 to provide inconsistent thrust to the left and right, and by deflecting the rudder on the vertical tail 30 to the right (left).

[0056] Step 5: Transition Flight from Forward Flight to Transition Flight: As the aircraft transitions from forward flight to transition flight, its speed gradually decreases, and the lift generated by the fore and aft wings gradually diminishes. At this time, the right forward tilt-rotor propulsion system 21, left forward tilt-rotor propulsion system 24, left rearward tilt-rotor propulsion system 23, and right rearward tilt-rotor propulsion system 22 all change from 0° to 90°. The right forward hovering propulsion system 11, left forward hovering propulsion system 14, right rear hovering propulsion system 12, and left rear hovering propulsion system 13 simultaneously switch from locked propeller state to rotating state, and their rotational speed gradually increases, providing a gradual increase in lift. At this time, the propellers driven by each tilt-rotor propulsion system and the propellers driven by each hovering propulsion system provide upward lift, and the lift gradually increases. Simultaneously, the propellers driven by each tilt-rotor propulsion system also provide a portion of forward thrust, and the thrust gradually decreases until the flight speed reaches 0.

[0057] As the aircraft speed gradually decreases, the longitudinal pitch around the center of gravity of the aircraft during the transition state is controlled by increasing (decreasing) the propeller speeds of the forward tilt propulsion systems 21 and 24 and the forward hover propulsion systems 11 and 14, while simultaneously decreasing (increasing) the propeller speeds of the rear tilt propulsion systems 22 and 23 and the rear hover propulsion systems 12 and 13, as well as by increasing (decreasing) the upward (downward) deflection of the left and right flaps 71 on the front wing 70 and the downward (upward) deflection of the left and right flaps 71 on the rear wing 40; and by increasing (decreasing) the propeller speeds of the right hover propulsion systems 11 and 12. The aircraft's left (right) roll during transition is controlled by simultaneously reducing the propeller speeds of the left hovering power systems 13 and 14, as well as the upward (downward) deflection of the left aileron and the downward (upward) deflection of the right aileron of the left and right ailerons 41 of the front wing 70 and rear wing 40. Uneven thrust is provided by reducing (increasing) the propeller speeds of the left tilting power systems 23 and 24 and simultaneously increasing (decreasing) the propeller speeds of the right tilting power systems 21 and 22, and by deflecting the rudder on the vertical tail 30 to the left (right), thus controlling the aircraft's left (right) yaw. The tilting range of the right forward tilting power system 21, left forward tilting power system 24, left rearward tilting power system 23, and right rearward tilting power system 22 is -15° to 115°, and can deflect more than 90° during sudden braking in forward flight.

[0058] Step Six: Hovering: The aircraft's speed gradually decreases to 0. At this point, the aircraft begins to hover, adjusting its nose attitude until it reaches a suitable position for landing. During hovering, the right forward tilt propulsion system 21, left forward tilt propulsion system 24, left rearward tilt propulsion system 23, and right rearward tilt propulsion system 22 are all at 90°. Simultaneously, the propellers driven by each tilt propulsion system and the propellers driven by each hovering propulsion system provide upward lift to counteract the aircraft's gravity.

[0059] The adjustment of the aircraft's nose attitude is consistent with the hovering process in step two.

[0060] Step 7, Aircraft Landing: After the aircraft attitude is adjusted, the aircraft begins to land. At this time, the rotation speed of the propellers driven by the tilt propulsion system and the propellers driven by the hover propulsion system gradually decreases, so that the lift of the whole aircraft is less than the weight of the aircraft, thus allowing the aircraft to descend gradually. During the landing, the longitudinal, lateral and directional operations are the same as when hovering, until landing. The landing gear 60 under the fuselage 50 is a fixed type or a tricycle spring type, which can support the aircraft and maintain the stability of the landing when the aircraft is landing vertically or diving.

[0061] Although embodiments of the present invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the present invention, the scope of which is defined by the appended claims and their equivalents.

Claims

1. A vertical take-off and landing passenger carrying aircraft characterised in that: It includes a right front hovering power system (11), a right front tilt power system (21), a right rear tilt power system (22), a right rear hovering power system (12), a vertical tail (30), a left rear hovering power system (13), a left rear tilt power system (23), a rear wing (40), a fuselage (50), a landing gear (60), a left front tilt power system (24), a front wing (70), and a left front hovering power system (14). The front wing (70) is located at the lower front end of the fuselage (50), and the front wing (70) is symmetrically balanced on both sides of the fuselage (50). The right front hovering power system (11) and the left front hovering power system (14) are mounted on the front wing (70), and there are several right front hovering power systems (11) and left front hovering power systems (14), which are symmetrically arranged on the front wing (70) about the fuselage (50). The right forward tilt-rotation power system (21) is located on the right wingtip of the front wing (70), and similarly, the left forward tilt-rotation power system (24) is located on the left wingtip of the front wing (70); flaps (71) and ailerons (41) are movably provided on the front wing (70), and several flaps (71) and several ailerons (41) are symmetrically provided; The rear wing (40) is fixedly installed on the upper rear end of the fuselage (50) and the rear wing (40) is kept symmetrical and balanced on both sides of the fuselage (50). The right rear hovering power system (12) and the left rear hovering power system (13) are installed on the rear wing (40), and there are several of the right rear hovering power system (12) and the left rear hovering power system (13), which are symmetrical about the fuselage (50). The left rear tilt-rotor system (23) is mounted on the wingtip of the rear wing (40), and the right rear tilt-rotor system (22) is mounted on the wingtip of the rear wing (40); The rear wing (40) is provided with ailerons (41), and several ailerons (41) are symmetrically arranged; the rear wing (40) is provided with flaps (71), and several flaps (71) are symmetrically arranged; the front wing (70) is installed on the lower front of the fuselage (50) by screwing, and the rear wing (40) is also installed on the upper rear of the fuselage (50) by screwing; the landing gear (60) is installed on the lower middle of the fuselage (50), and the landing gear (60) and the fuselage (50) are welded together, or the landing gear (60) is in the form of a leaf spring; the vertical tail (30) is installed on the tail end of the fuselage (50) and is located behind the rear wing (40); the vertical tail (30) has a rudder for controlling the yaw of the aircraft, and the vertical tail is not limited to a single vertical tail.

2. A vertical take-off and landing passenger aircraft as claimed in claim 1 wherein: The front wing (70) is configured as a gull wing, a forward-swept wing, or a straight wing, and the rear wing (40) is configured as a gull wing, a backward-swept wing, or a multi-segment wing. The gull wing, the forward-swept wing, the backward-swept wing, and the multi-segment wing are not limited to existing wings. The front wing (70) and the rear wing (40) can be combined in various ways, including the front wing (70) being on top and the rear wing (40) being on the bottom; the front wing (70) being on the bottom and the rear wing (40) being on top; the front wing (70) and the rear wing (40) being on top or on the bottom at the same time; and the rear wing (40) being mounted on the fuselage (50) or on a single vertical tail or twin vertical tail, with the front wing (70) being mounted in the same way.

3. A vertical takeoff and landing manned aircraft according to claim 1, characterized in that: The right front tilt power system (21), the left front tilt power system (24), the left rear tilt power system (23), and the right rear tilt power system (22) are propeller-driven or ducted-drive; similarly, the right front hover power system (11), the left front hover power system (14), the right rear hover power system (12), and the left rear hover power system (13) are propeller-driven or ducted-drive.

4. A vertical take-off and landing passenger aircraft as claimed in claim 3 wherein: The right forward tilt power system (21), the left forward tilt power system (24), the left rearward tilt power system (23), the right rearward tilt power system (22), the right front hover power system (11), the left front hover power system (14), the right rear hover power system (12), and the left rear hover power system (13) are not limited to a combination of propeller power or ducted power. The wing extends along the wingspan of the right rear tilt-turn power system (22), the right front hover power system (11), the left front hover power system (14), the right rear hover power system (12) and the left rear hover power system (13) are configured as tilt-turn power systems as required; the right front tilt-turn power system (21), the left front tilt-turn power system (24), the left rear tilt-turn power system (23) and the right rear tilt-turn power system (22) are configured as hover power systems as required.

5. A vertical take-off and landing passenger aircraft as claimed in claim 4 wherein: The landing gear (60) is a fixed landing gear or a tricycle spring landing gear. The right forward tilt power system (21), the left forward tilt power system (24), the left rearward tilt power system (23) and the right rearward tilt power system (22) are fixedly tilted forward at an angle as required to form a fixed power.

6. A vertical take-off and landing passenger aircraft as claimed in claim 5 wherein: The right front hovering power system (11), right front tilting power system (21), right rear tilting power system (22), and right rear hovering power system (12) are each connected to a control module. When it is necessary to adjust the tilting angle, the control module receives the angle command and drives the actuator (24-1) to extend and retract.

7. A vertical take-off and landing passenger aircraft as claimed in claim 6 wherein: The left forward tilting power system (24) includes an actuator (24-1), a connecting rod (24-2), and a tilting connector (24-3). The actuator (24-1) extends and retracts to push the connecting rod (24-2), which in turn drives the tilting connector (24-3) to rotate, forming a crank-slider-connecting rod mechanism. When the left forward tilting power system (24) is in a hovered state (90°), the actuator (24-1) is in an extended state. At this time, the actuator (24-1) is fixed to the outer wall of the left forward tilting power system (24), forming a single unit. The entire system is in a fixed hovered state at 90°. When… When the length of the actuator (24-1) is shortened, it drives the connecting rod (24-2) to retract downward. At this time, the connecting rod (24-2) drives the tilting connector (24-3) to rotate around the axis where the tilting connector (24-3) is located, driving the entire left front tilting power system (24) to tilt forward until it reaches the 0° forward flight state, driving the left front tilting power system (24) to tilt. The tilting power system tilts from 0° to 90° in the opposite way. The tilting power systems of the right front tilting power system (21), the left rear tilting power system (23), and the right rear tilting power system (22) are the same and all adopt the same structure.

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