Aircraft

Abstract

An aircraft (100), comprising a rotor mechanism (10) and a tail wing mechanism (20), wherein the rotor mechanism (10) is configured to be capable of providing at least a lifting force for the aircraft (100), and the rotor mechanism (10) comprises first rotor assemblies (11); the tail wing mechanism (20) comprises first tail wings (21) and second tail wings (22), the first tail wings (21) being configured to play a stabilizing role at least in a first direction when the aircraft (100) flies, the second tail wings (22) being configured to play a stabilizing role at least in a second direction when the aircraft (100) flies, and the first direction being different from the second direction; the first rotor assemblies (11) are arranged close to the tail wing mechanism (20); and when the first rotor assemblies (11) are used for providing at least the lifting force, the orthographic projection of either of a first tail wing (21) and a second tail wing (22) on the plane where a rotation circle of the corresponding first rotor assembly (11) is located is located outside the rotation circle, and at least part of the orthographic projection of the other one of the first tail wing (21) and the second tail wing (22) on the plane where the rotation circle of the corresponding first rotor assembly (11) is located is located within the rotation circle. The aircraft has a rational structural design, and can achieve both good aerodynamic performance and a relatively small size.

Description

aircraft Technical Field

[0001] The present application relates to the field of aircraft technology, and in particular to an aircraft. Background Art

[0002] With the continuous advancement of science and technology, aircraft are increasingly being used in people's lives and work, for example in aerial photography, agriculture, express delivery, wildlife observation, surveying and mapping, power inspections, disaster relief, and other fields. However, aircraft in related technologies, especially those without strict requirements for takeoff and landing sites or airspace, often have unreasonable structural designs. For example, they may be larger in size to achieve appropriate aerodynamic performance, or their structures may be more complex to achieve different functions.

[0003] Summary of the Invention

[0004] The present application provides an aircraft, aiming to make the structural design of the aircraft reasonable.

[0005] An embodiment of the present application provides an aircraft, including:

[0006] a rotor mechanism configured to at least provide lift for the aircraft, the rotor mechanism comprising a first rotor assembly; and

[0007] a tail mechanism, the tail mechanism comprising a first tail and a second tail, the first tail being configured to stabilize the aircraft in at least a first direction when the aircraft is in flight, and the second tail being configured to stabilize the aircraft in at least a second direction when the aircraft is in flight, the first direction being different from the second direction;

[0008] In which, the first rotor assembly is arranged close to the tail mechanism, and when the first rotor assembly is used at least to provide lift, the orthographic projection of one of the first tail and the second tail on the plane where the rotation circle of the first rotor assembly is located is located outside the rotation circle, and the orthographic projection of the other on the plane where the rotation circle of the first rotor assembly is located is at least partially located within the rotation circle.

[0009] Another embodiment of the present application further provides an aircraft, comprising:

[0010] body;

[0011] a tail mechanism disposed on the fuselage, the tail mechanism comprising a first tail and a second tail, the first tail being configured to stabilize the aircraft in at least a first direction when the aircraft is in flight, and the second tail being configured to stabilize the aircraft in at least a second direction when the aircraft is in flight, the first direction being different from the second direction;

[0012] At least a portion of at least one of the first tail wing and the second tail wing extends out of the fuselage in the pitch direction of the aircraft to form a landing gear of the aircraft.

[0013] Another embodiment of the present application further provides an aircraft, comprising:

[0014] a rotor mechanism configured to at least provide lift for the aircraft, the rotor mechanism comprising a first rotor assembly and a carrier for supporting the first rotor assembly; and

[0015] a tail mechanism, the tail mechanism comprising a first tail and a second tail, the first tail being configured to stabilize the aircraft in at least a first direction when the aircraft is in flight, and the second tail being configured to stabilize the aircraft in at least a second direction when the aircraft is in flight, the first direction being different from the second direction;

[0016] In which, the first rotor assembly is arranged close to the tail mechanism, and when the first rotor assembly is used at least to provide lift, the tail mechanism and the first rotor assembly are respectively located on the upper and lower sides of the carrier, and the projection of at least one of the first tail and the second tail on the propeller disk of the first rotor assembly in the height direction at least partially overlaps with the propeller disk.

[0017] Yet another embodiment of the present application provides an aircraft, comprising:

[0018] body;

[0019] a rotor mechanism configured to at least provide lift for the aircraft, the rotor mechanism comprising a first rotor assembly and a carrier for supporting the first rotor assembly, the first rotor assembly being located rearward of the fuselage compared to the other rotor assemblies; and

[0020] a tail mechanism, the tail mechanism comprising a first tail and a second tail, the first tail being configured to stabilize the aircraft in at least a first direction when the aircraft is in flight, the second tail being configured to stabilize the aircraft in at least a second direction when the aircraft is in flight, the first direction being different from the second direction; and

[0021] A main wing connected to the fuselage for providing lift;

[0022] The tail wing mechanisms form a closed structure with the fuselage, the main wing and the carrier.

[0023] The aircraft provided in an embodiment of the present application has a structure in which, when the first rotor assembly is at least used to provide lift, the orthographic projection of one of the first tail wing and the second tail wing on the plane on which the rotation circle of the first rotor assembly is located is outside the rotation circle, and the orthographic projection of the other one on the plane on which the rotation circle of the first rotor assembly is located is at least partially located within the rotation circle. Therefore, while reducing the airflow disturbance caused by the tail wing mechanism to the first rotor assembly, the size of the aircraft can be reduced to a certain extent, making the structure of the aircraft more compact. The structural design of the aircraft is reasonable, and can take into account both good aerodynamic performance and small size.

[0024] It should be understood that the above general description and the following detailed description are merely exemplary and explanatory and do not limit the disclosure of the embodiments of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the following is a brief introduction to the drawings required for use in the description of the embodiments. Obviously, the drawings described below are some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0026] FIG1 is a schematic structural diagram of an aircraft provided in one embodiment of the present application;

[0027] FIG2 is a top view of an aircraft provided by an embodiment of the present application, wherein only a portion of the aircraft is shown;

[0028] FIG3 is a side view of an aircraft provided by an embodiment of the present application;

[0029] FIG4 is a partial schematic diagram of the aircraft in FIG3 ;

[0030] FIG5 is a top view of an aircraft provided by an embodiment of the present application, wherein only a portion of the aircraft is shown;

[0031] FIG6 is a side view of an aircraft provided by an embodiment of the present application;

[0032] FIG7 is a schematic diagram of a partial structure of an aircraft provided in one embodiment of the present application;

[0033] FIG8 is a schematic structural diagram of an aircraft provided in one embodiment of the present application;

[0034] FIG9 is a schematic structural diagram of an aircraft provided in one embodiment of the present application.

[0035] Description of reference numerals:

[0036] 100. Aircraft;

[0037] 10. Rotor mechanism; 11. First rotor assembly; 111. First rotor; 112. First axis; 12. Second rotor assembly; 121. Second rotor; 1211. Second propeller; 13. Third rotor assembly; 131. Third rotor; 1311. Third propeller; 132. Wingtip;

[0038] 20. Tail mechanism; 21. First tail; 22. Second tail; 221. First end; 222. Second end; 23. Contact end; 231. First contact end; 232. Second contact end;

[0039] 30. Fuselage; 40. Front landing gear; 50. Main wing; 60. Load-bearing parts; 70. Closing structure. DETAILED DESCRIPTION

[0040] The following will be combined with the drawings in the embodiments of this application to clearly and completely describe the technical solutions in the embodiments of this application. Obviously, the embodiments described are part of the embodiments of this application, not all of them. Based on the embodiments in this application, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of this application.

[0041] In the description of the present application, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise" and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as limiting the present application. In addition, the terms "first" and "second" are used for descriptive purposes only and cannot be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features defined as "first" and "second" may explicitly or implicitly include one or more of the said features. In the description of the present application, "multiple" means two or more, unless otherwise clearly and specifically defined.

[0042] It should also be understood that the terms used in this specification are only for the purpose of describing specific embodiments and are not intended to limit the present application. As used in this specification and the appended claims, the singular forms "a," "an," and "the" are intended to include the plural forms unless the context clearly indicates otherwise.

[0043] It should be further understood that the term "and / or" used in this specification and the appended claims refers to and includes any and all possible combinations of one or more of the associated listed items.

[0044] The following describes some embodiments of the present application in detail with reference to the accompanying drawings. In the absence of conflict, the following embodiments and features therein may be combined with each other.

[0045] Referring to Figures 1 and 2, an embodiment of the present application provides an aircraft 100, including a rotor mechanism 10 and a tail mechanism 20. The rotor mechanism 10 is configured to at least provide lift for the aircraft 100, and the rotor mechanism 10 includes a first rotor assembly 11; the tail mechanism 20 includes a first tail 21 and a second tail 22. The first tail 21 is configured to provide stability in at least a first direction when the aircraft 100 is flying, and the second tail 22 is configured to provide stability in at least a second direction when the aircraft 100 is flying, and the first direction is different from the second direction.

[0046] In some embodiments, the first rotor assembly 11 is arranged close to the tail mechanism 20, and when the first rotor assembly 11 is used at least to provide lift, the orthographic projection of one of the first tail 21 and the second tail 22 on the plane where the rotation circle of the first rotor assembly 11 is located is outside the rotation circle, and the orthographic projection of the other on the plane where the rotation circle of the first rotor assembly 11 is located is at least partially inside the rotation circle. Since the orthographic projection of one of the first empennage 21 and the second empennage 22 on the plane of the rotation circle of the first rotor assembly 11 is located outside the rotation circle, the airflow generated by the first empennage 21 or the second empennage 22 when the first rotor assembly 11 is in operation can be minimized, and the airflow disturbance caused by the empennage mechanism 20 on the first rotor assembly 11 can be reduced, thereby reducing the flight power loss provided to the aircraft 100 when the first rotor assembly 11 is in operation and improving the aerodynamic performance of the aircraft 100. Since the orthographic projection of the other of the first empennage 21 and the second empennage 22 on the plane of the rotation circle of the first rotor assembly 11 is at least partially located inside the rotation circle, the size of the aircraft 100 can be reduced to a certain extent, making the structure of the aircraft 100 more compact, which is conducive to the miniaturization design of the aircraft 100. The reduction in the size of the aircraft 100 can also reduce the weight of the aircraft 100 and reduce the overall inertia to a certain extent. The aircraft 100 of the embodiment of the present application has a reasonable structural design and a simple structure, and can achieve both good aerodynamic performance and a small size.

[0047] Exemplarily, the first tail 21 comprises a horizontal tail, and the second tail 22 comprises a vertical tail. In other embodiments, the first tail 21 comprises a vertical tail, and the second tail 22 comprises a horizontal tail.

[0048] In some embodiments, the first direction is the pitch direction of the aircraft 100, and the second direction is the yaw direction of the aircraft 100. In other embodiments, the first direction may be a direction other than the pitch direction of the aircraft 100, and the second direction may be a direction other than the yaw direction of the aircraft 100, as long as the first direction is different from the second direction.

[0049] Exemplarily, the body coordinate system is introduced. The body coordinate system is a right-handed system, and the X-axis is defined as the front-to-back direction of the body, pointing from front to back; the Z-axis is the up-down direction of the body, pointing from bottom to top; and the Y-axis is the left-right direction of the body, and the specific direction is obtained based on the XZ plane.

[0050] Exemplarily, the pitch direction of the aircraft 100 is consistent with the yaw axis direction, and the yaw direction of the aircraft 100 is consistent with the pitch axis direction. Exemplarily, the roll axis direction is the front-to-back direction of the aircraft 100 or the direction of the X-axis in FIG. 1 , the pitch axis direction is the left-to-right direction of the aircraft 100 or the direction of the Y-axis in FIG. 1 , and the yaw axis direction is the up-down direction of the aircraft 100 or the direction of the Z-axis in FIG. 1 .

[0051] For example, the pitch direction of the aircraft 100 is the up-down direction of the aircraft 100. The yaw direction of the aircraft 100 is the left-right direction of the nose of the aircraft 100.

[0052] For example, the first direction is the up-down direction of the aircraft 100. The second direction is the left-right direction of the nose of the aircraft 100.

[0053] Referring to Figure 1, in some embodiments, the first rotor assembly 11 includes a first rotor 111 and a first drive mechanism (not shown), and the first drive mechanism is used to drive the first rotor 111 to provide lift. In some embodiments, the first rotor assembly 11 is used to provide lift for the aircraft 100. For example, the first rotor assembly 11 can be a non-tiltable rotor assembly, and the first rotor assembly 11 is used to provide lift for the aircraft 100. In other embodiments, the first rotor assembly 11 can also be a tiltable rotor assembly, and the first rotor assembly 11 is driven to tilt by a tilt drive mechanism (not shown), so that the first rotor assembly 11 can provide lift for the aircraft 100 when the aircraft 100 takes off and lands vertically, and provide thrust for the aircraft 100 when the aircraft 100 is cruising and level flight.

[0054] Please refer to Figure 1. For example, the first rotor 111 can rotate around the first rotation axis 112, and the first rotation axis 112 can be consistent with the direction of ascent or descent of the aircraft 100, so that the first driving mechanism can drive the first rotor 111 to rotate, thereby providing lift for the aircraft 100, and then driving the aircraft 100 to ascend, descend or hover.

[0055] Exemplarily, the first rotor 111 includes a first propeller, and the first driving mechanism is used to drive the first propeller to rotate. The first driving mechanism may include any suitable type of motor, such as a brushed motor or a brushless motor.

[0056] Illustratively, the rotation circle of first rotor assembly 11 is shown as circle n in FIG2 . Illustratively, the rotation circle of first rotor assembly 11 is perpendicular to first rotation axis 112. Illustratively, the rotation circle of first rotor assembly 11 is the motion trajectory of the blade tip of first rotor 111 of first rotor assembly 11 when rotating about first rotation axis 112.

[0057] Exemplarily, the plane on which the rotation circle of the first rotor assembly 11 lies is shown as the ω plane in FIG2 .

[0058] Illustratively, the orthographic projection of the first tail wing 21 on the plane on which the rotation circle of the first rotor assembly 11 lies is located outside the rotation circle, which at least includes: the orthographic projection of the first tail wing 21 on the plane on which the rotation circle of the first rotor assembly 11 lies is tangent to the rotation circle, and the orthographic projection of the first tail wing 21 on the plane on which the rotation circle of the first rotor assembly 11 lies, excluding the tangent portion, lies outside the rotation circle; the orthographic projection of the first tail wing 21 on the plane on which the rotation circle of the first rotor assembly 11 lies outside the rotation circle, and the orthographic projection of the first tail wing 21 on the plane on which the rotation circle of the first rotor assembly 11 lies is spaced apart from the rotation circle of the first rotor assembly 11. The orthographic projection of the second tail wing 22 on the plane on which the rotation circle of the first rotor assembly 11 lies outside the rotation circle can be referred to the orthographic projection of the first tail wing 22 on the plane on which the rotation circle of the first rotor assembly 11 lies outside the rotation circle, which will not be further described here.

[0059] In some embodiments, when the first rotor assembly 11 is used to provide lift, the orthographic projection of the second tail wing 22 on the plane on which the rotation circle of the first rotor assembly 11 lies is located outside the rotation circle. For example, when the first rotor assembly 11 is used to provide lift, the orthographic projection of the second tail wing 22 on the plane on which the rotation circle of the first rotor assembly 11 lies is located outside the rotation circle, and the orthographic projection of the first tail wing 21 on the plane on which the rotation circle of the first rotor assembly 11 lies is at least partially located inside the rotation circle. This allows the length of the aircraft 100 to be reduced to a certain extent, such as by reducing the length of the fuselage 30, while reducing the airflow disturbance caused by the tail mechanism 20 on the first rotor assembly 11. This makes the structure of the aircraft 100 more compact, helps reduce the volume, weight, and overall inertia of the aircraft 100, and helps reduce costs. For example, the length of the aircraft 100 refers to the length of the aircraft 100 along the front-to-back direction of the aircraft 100.

[0060] Referring to FIG. 2 , in some embodiments, when the first rotor assembly 11 is used to provide lift, the orthographic projection of the first tail wing 21 on the plane on which the rotation circle of the first rotor assembly 11 lies is located outside the rotation circle. For example, when the first rotor assembly 11 is used to provide lift, the orthographic projection of the first tail wing 21 on the plane on which the rotation circle of the first rotor assembly 11 lies is located outside the rotation circle, and the orthographic projection of the second tail wing 22 on the plane on which the rotation circle of the first rotor assembly 11 lies is at least partially located inside the rotation circle. In this way, while reducing the airflow disturbance caused by the tail mechanism 20 on the first rotor assembly 11, the length of the aircraft 100 can also be reduced to a certain extent, such as by reducing the length of the support member 60 used to support the first rotor assembly 11. This makes the structure of the aircraft 100 more compact, helps reduce the volume, weight, and overall inertia of the aircraft 100, and helps reduce costs.

[0061] Referring to FIG. 2 , in some embodiments, the orthographic projection of the end of the second empennage 22 proximate to the first rotor assembly 11 on the plane containing the first rotor assembly 11's rotation circle intersects the rotation circle in the fore-aft direction or roll axis direction of the aircraft 100. This reduces the dimensions of the aircraft 100 in the fore-aft direction or roll axis direction, making the structure of the aircraft 100 more compact, thereby reducing the volume, weight, and overall inertia of the aircraft 100 and lowering costs. In some embodiments, the second empennage 22 includes a first end 221 and a second end 222 disposed opposite each other. The first end 221 is disposed proximate to the first rotor assembly 11. The orthographic projection of the first end 221 on the ω plane intersects the rotation circle at point M in the fore-aft direction of the aircraft 100. For example, the orthographic projection of the first end 221 on the ω plane is demarcated by point M, with one portion of the orthographic projection of the first end 221 on the ω plane located within the rotation circle and the other portion of the orthographic projection of the first end 221 on the ω plane located outside the rotation circle. In other embodiments, the orthographic projections of the first end portion 221 on the ω plane may also all be located within the rotation circle.

[0062] For example, the orthographic projection of second end portion 222 on the plane containing the rotation circle of first rotor assembly 11 is located outside the rotation circle, thereby achieving a balance between good aerodynamic performance and small size. In other embodiments, the orthographic projection of second end portion 222 on the plane containing the rotation circle of first rotor assembly 11 may also be at least partially located within the rotation circle.

[0063] Please refer to Figure 3. In some embodiments, in response to the first rotor assembly 11 being used to provide lift, the tail mechanism 20 is arranged on both sides of the blade seat in the first rotor assembly 11 relative to the blades in the first rotor assembly 11. For example, the tail mechanism 20 is located below the first rotor assembly 11. Since the tail mechanism 20 is arranged on both sides of the blade seat of the first rotor assembly 11 relative to the blades in the first rotor assembly 11, when the first rotor assembly 11 is working, the tail mechanism 20 will not contact the first rotor assembly 11 and cause physical interference. There is no need to consider the radius of the rotation circle of the first rotor assembly 11 when designing the aircraft 100, and the requirements for the relative position between the first rotor assembly 11 and the tail mechanism 20 are reduced, making the design position of the first rotor assembly 11 and the tail mechanism 20 more flexible when designing the aircraft 100; and it can make it possible for the tail mechanism 20 to be arranged in the front and rear directions of the aircraft 100 toward the nose, which is beneficial to reducing the length of the aircraft 100, making the structure of the aircraft 100 more compact, and facilitating the miniaturization design of the aircraft 100. The reduction in the size of the aircraft 100 can also reduce the weight of the aircraft 100 and reduce the inertia of the entire aircraft to a certain extent.

[0064] Referring to FIG. 4 , in some embodiments, the anhedral angle δ of the first fin 21 ranges from 15° to 45°. For example, the anhedral angle δ of the first fin 21 is 15°, 20°, 30°, 40°, 45°, or any other suitable value between 15° and 45°. The anhedral angle δ of the first fin 21 refers to the angle between the first fin 21 and the ε1 plane. For example, the ε1 plane is a horizontal plane or the XY plane in FIG. 1 .

[0065] Referring to FIG. 5 , in some embodiments, the leading edge sweep angle φ of the first empennage 21 is in the range of (-60°, 50°) to reduce the airflow generated by the first empennage 21 when the first rotor assembly 11 is in operation from being blocked, reduce the airflow disturbance caused by the first empennage 21 on the first rotor assembly 11, and improve the aerodynamic performance of the aircraft 100. The leading edge sweep angle of the first empennage 21 is greater than -60° and less than or equal to 50°; for example, the leading edge sweep angle of the first empennage 21 is -55°, -30°, 0°, 10°, 30°, 45°, 50°, or any other suitable value between -60° and 50°.

[0066] In some embodiments, the range of the trailing edge sweep angle of the first tail fin 21 is (-60°, 50°). For example, the trailing edge sweep angle of the first tail fin 21 is greater than -60° and less than or equal to 50°; for example, the leading edge sweep angle of the first tail fin 21 is -55°, -30°, 0°, 10°, 30°, 45°, 50°, or any other suitable value between -60° and 50°.

[0067] Referring to Figure 5 , for example, the first fin 21 includes a leading edge 211 and a trailing edge 212. The leading edge sweep angle φ of the first fin 21 is the angle between the leading edge 211 of the first fin 21 and the ε2 plane. The trailing edge sweep angle of the first fin 21 is the angle between the trailing edge 212 of the first fin 21 and the ε2 plane. The ε2 plane is the YZ plane in Figure 1 ; alternatively, the ε2 plane is perpendicular to the roll axis.

[0068] Referring to Figure 4, in some embodiments, the inclination angle θ of the second tail wing 22 is in a range of (15°, 45°], for example, the inclination angle of the second tail wing 22 is 16°, 20°, 30°, 40°, 45°, or any other suitable value between 15° and 45°. It can be understood that the inclination angle θ of the second tail wing 22 refers to the angle between the second tail wing 22 and the ε3 plane. Exemplarily, the ε3 plane is the XZ plane in Figure 1, or the ε3 plane is perpendicular to the pitch axis direction. Exemplarily, the range of the anhedral angle of the first tail wing 21 is [15°, 45°], and the range of the inclination angle of the second tail wing 22 is (15°, 45°], so that the end of the first tail wing 21 away from the first rotor assembly 11 and the end of the second tail wing 22 away from the first rotor assembly 11 can be connected or close to each other.

[0069] For example, the range of the leading edge sweep angle of the second tail wing 22 is (-60°, 50°], for example, the leading edge sweep angle of the second tail wing 22 is -55°, -30°, 0°, 10°, 30°, 45°, 50° or any other suitable value between -60° and 50°, so as to reduce the airflow generated by the second tail wing 22 when the first rotor assembly 11 is in operation, reduce the airflow disturbance caused by the second tail wing 22 to the first rotor assembly 11, and improve the aerodynamic performance of the aircraft 100. In addition, the leading edge of the second tail wing 22 is The sweep angle range is (-60°, 50°], which can also ensure that the end of the second tail wing 22 away from the first rotor assembly 11 can be connected to or close to the end of the first tail wing 21 away from the first rotor assembly 11. Referring to Figure 5, illustratively, the second tail wing 22 includes a leading edge 223 and a trailing edge 224. The leading edge sweep angle of the second tail wing 22 is the angle between the leading edge 223 of the second tail wing 22 and the ε2 plane. illustratively, the ε2 plane is the YZ plane in Figure 1, and the ε2 plane is perpendicular to the roll axis direction.

[0070] Referring to FIG. 4 , in some embodiments, the included angle β between the first fin 21 and the second fin 22 is in the range of (40°, 125°]. For example, the included angle β between the first fin 21 and the second fin 22 is 45°, 60°, 80°, 90°, 120°, 125°, or any other suitable value between 40° and 125°.

[0071] Referring to FIG. 4 , in some embodiments, at least one of first empennage 21 and second empennage 22 forms the landing gear of aircraft 100. For example, first empennage 21 and second empennage 22 are not connected, and second empennage 22 alone forms the landing gear of aircraft 100. Alternatively, the middle portion of first empennage 21 and the middle portion of second empennage 22 are connected, and first empennage 21 and second empennage 22 together form the landing gear of aircraft 100. Alternatively, an end of first empennage 21 away from first rotor assembly 11 and an end of second empennage 22 away from first rotor assembly 11 are connected, and first empennage 21 and second empennage 22 together form the landing gear of aircraft 100. In this way, the tail mechanism 20 can not only stabilize the aircraft 100 during flight, but also form a landing gear. This allows at least a portion of the tail mechanism 20 to function as a landing gear when the aircraft 100 lands. At least one of the first tail 21 and the second tail 22 integrates at least two functions, which helps reduce the number of components, the weight of the aircraft 100, the flight resistance of the aircraft 100, and the cost. The aircraft 100 has a simple structure and an ingenious design. In other embodiments, the aircraft 100 may also be provided with a separate rear landing gear, and the first tail 21 or the second tail 22 may not be used to form the landing gear of the aircraft 100.

[0072] Referring to FIG. 4 , in some embodiments, the first empennage 21 is connected to the second empennage 22 . This can simultaneously increase the structural stiffness and structural performance of the first empennage 21 and the second empennage 22 , thereby improving the strength and structural performance of the landing gear formed by at least one of the first empennage 32 and the second empennage 22 . When the aircraft 100 lands on the take-off and landing platform, the first empennage 21 and the second empennage 22 can bear a greater landing load.

[0073] For example, any suitable position of the first empennage 21 is connected to any suitable position of the second empennage 22, for example, the middle of the first empennage 21 is connected to the middle of the second empennage 22; in another example, the end of the first empennage 21 away from the first rotor assembly 11 is connected to the end of the second empennage 22 away from the first rotor assembly 11. In other embodiments, the first empennage 21 and the second empennage 22 form the landing gear of the aircraft 100. The first empennage 21 and the second empennage 22 may also be spaced apart and not connected. When the aircraft 100 lands, the end of the first empennage 21 away from the first rotor assembly 11 and the end of the second empennage 22 away from the first rotor assembly 11 constitute two landing points of the aircraft 100.

[0074] Referring to Figures 1 and 4 , in some embodiments, the aircraft 100 further includes a fuselage 30, a first tail fin 21 having one end connected to the fuselage 30 and the other end connected to a second tail fin 22. The connection between the first tail fin 21 and the second tail fin 22 forms a contact end 23 of the landing gear for contacting the take-off and landing platform. For example, the second tail fin 22 extends downward from a support member 60 of the aircraft 100. The second tail fin 22 connects to the first tail fin 21 and forms the contact end 23, allowing the first tail fin 21 and the second tail fin 22 to function as rear landing gear. Due to the contact end 23, only the front landing gear 40 needs to be installed on the fuselage 30 in front of the center of gravity of the aircraft 100, eliminating the need for an additional landing gear formed by the first tail fin 21 and the second tail fin 22. This reduces the number of components, thereby reducing the weight and overall drag of the aircraft 100 and simplifying the structure of the aircraft 100.

[0075] The tail mechanism 20, the number of first tails 21, and / or the number of second tails 22 can be designed according to actual needs, such as one, two, or more. Referring to FIG4 , for example, the number of first tails 21 includes two, the number of second tails 22 includes two, one first tail 21 is connected to one second tail 22 and forms a first contact end 231 at the connection, and the other first tail 21 is connected to the other second tail 22 and forms a second contact end 232 at the connection. Thus, the tail mechanism 20 can function as two rear landing gears. When the aircraft 100 lands, the first contact end 231 and the second contact end 232 can serve as two landing points. Only the front landing gear 40 needs to be provided in front of the center of gravity of the aircraft 100 to reliably support the aircraft 100 when it lands. There is no need to provide a separate rear landing gear, which reduces the number of components, reduces the weight and overall resistance of the aircraft 100, and simplifies the structure of the aircraft 100.

[0076] In some embodiments, the first empennage 21 and the second empennage 22 are connected to form at least one of the following structures: a V-shaped structure, an X-shaped structure, an inverted figure-eight structure, other regularly shaped structures, or irregularly shaped structures. For example, the first empennage 21 and the second empennage 22 are connected to form a V-shaped structure. This facilitates making the landing gear formed by the first empennage 21 and the second empennage 22 more stable and reliable during landing of the aircraft 100. Furthermore, the V-shaped structure formed by the first empennage 21 and the second empennage 22 improves the controllability of the empennage mechanism 20 and reduces aerodynamic drag.

[0077] In some embodiments, the number of first tail fins 21 and the number of second tail fins 22 each include two, and the two first tail fins 21 and the two second tail fins 22 are used to cooperate to form at least one of the following structures: a zigzag structure and a W-shaped structure. This structure can effectively improve the structural rigidity and structural performance of the first tail fins 21 and the second tail fins 22, so that the tail mechanism 20 can bear a larger landing load when the aircraft 100 lands on the take-off and landing platform. In some embodiments, the number of tail mechanisms 20 includes two, and the first tail fin 21 of one tail mechanism 20 and the first tail fin 21 of another tail mechanism 20 are arranged between the second tail fins 22 of the two tail mechanisms 20. For example, the first tail fin 21 of one tail mechanism 20 and the first tail fin 21 of the other tail mechanism 20 can be directly connected; or, the first tail fin 21 of one tail mechanism 20 and the first tail fin 21 of the other tail mechanism 20 are respectively connected to the fuselage 30.

[0078] 1 , in some embodiments, the aircraft 100 further includes a front landing gear 40 connected to the fuselage 30 of the aircraft 100 for supporting or cushioning the aircraft 100 when the aircraft 100 lands. The number of the front landing gear 40 may include one, two, or more.

[0079] Referring to FIG. 1 , in some embodiments, aircraft 100 further includes a fuselage 30 and a main wing 50. The main wing 50 is connected to the fuselage 30 and extends laterally beyond the fuselage 30. The main wing 50 is configured to provide lift. For example, the main wing 50 can be configured to provide lift for the aircraft 100 during a cruising phase. For example, the first rotor assembly 11 is positioned closer to the rear of the fuselage 30 than the main wing 50.

[0080] The number of the main wings 50 can be designed according to actual needs, such as one, two or more. For example, the number of the main wings 50 includes two, and the two main wings 50 are respectively arranged on opposite sides of the fuselage 30.

[0081] 1 and 6 , in some embodiments, aircraft 100 further includes a carrier 60 connected to main wing 50. Carrier 60 is used to carry at least a portion of rotor mechanism 10. One of first tail 21 and second tail 22 is connected to fuselage 30, and the other of first tail 21 and second tail 22 is connected to carrier 60. Exemplarily, carrier 60 is used to carry at least first rotor assembly 11.

[0082] Exemplarily, the first empennage 21 is connected to the fuselage 30, and the second empennage 22 is connected to the support 60. Exemplarily, the first empennage 21 is connected to the support 60, and the second empennage 22 is connected to the fuselage 30. In other embodiments, the support 60 may not be connected to the first empennage 21 or the second empennage 22, for example, the first empennage 21 and the second empennage 22 may both be connected to the fuselage 30. Exemplarily, the connection between the first empennage 21 and the fuselage 30 includes at least one of the following: an integrally molded connection, a snap-fit ​​connection, an adhesive connection, a magnetic connection, or a screw-locked connection. The connection between the second empennage 22 and the support 60 includes at least one of the following: an integrally molded connection, a snap-fit ​​connection, an adhesive connection, a magnetic connection, or a screw-locked connection. When the first empennage 21 and the second empennage 22 are connected, the connection between the two may include at least one of the following: an integrally molded connection, a snap-fit ​​connection, an adhesive connection, a magnetic connection, or a screw-locked connection.

[0083] Referring to FIG. 6 , in some embodiments, an end portion of a carrier 60 is connected to the tail mechanism 20 , and the first rotor assembly 11 and the tail mechanism 20 are respectively disposed on both sides of the carrier 60 along the yaw axis of the aircraft 100 . The first rotor assembly 11 and the tail mechanism 20 are respectively arranged on both sides of the carrier 60 along the yaw axis direction of the aircraft 100, which can minimize the contact or physical interference between the first rotor assembly 11 and the tail mechanism 20 during operation. When designing the aircraft 100, there is no need to consider the radius of the rotation circle of the first rotor assembly 11, and the relative position requirements between the first rotor assembly 11 and the tail mechanism 20 are reduced, making the design positions of the first rotor assembly 11 and the tail mechanism 20 more flexible when designing the aircraft 100; and it can also provide the possibility of arranging the tail mechanism 20 in the front-to-back direction toward the nose, which is conducive to reducing the length of the aircraft 100, making the structure of the aircraft 100 more compact, and facilitating the miniaturization design of the aircraft 100. The reduction in the size of the aircraft 100 can also reduce the weight of the aircraft 100 and reduce the overall inertia of the aircraft 100 to a certain extent. For example, the tail mechanism 20 and the first rotor assembly 11 are respectively located on the upper and lower sides of the carrier 60.

[0084] In some embodiments, first rotor assembly 11 is disposed proximate to tail mechanism 20, and when first rotor assembly 11 is used at least to provide lift, tail mechanism 20 and first rotor assembly 11 are respectively located on upper and lower sides of carrier 60, and the projection of at least one of first tail 21 and second tail 22 on the rotor disk of first rotor assembly 11 in the height direction at least partially overlaps with the rotor disk. Because first rotor assembly 11 is disposed proximate to tail mechanism 20, and when first rotor assembly 11 is used at least to provide lift, tail mechanism 20 and first rotor assembly 11 are respectively located on upper and lower sides of carrier 60, and the projection of at least one of first tail 21 and second tail 22 on the rotor disk of first rotor assembly 11 in the height direction at least partially overlaps with the rotor disk, physical interference between first rotor assembly 11 and tail mechanism 20 is minimized, the relative position requirements between first rotor assembly 11 and tail mechanism 20 are reduced, and the tail mechanism 20 can be positioned toward the nose of the aircraft in the fore-aft direction. Because the projection of at least one of the first empennage 21 and the second empennage 22 onto the rotor disk of the first rotor assembly 11 in the height direction at least partially overlaps with the rotor disk, the size of the aircraft 100 can be reduced, for example, by reducing the length of the aircraft 100 in the fore-aft direction, making the structure of the aircraft 100 more compact and facilitating a miniaturized design of the aircraft 100. The reduction in the size of the aircraft 100 can also reduce the weight of the aircraft 100 and the overall inertia to a certain extent. Therefore, the aircraft 100 of the embodiment of the present application has a reasonable structural design, a simple structure, and a small size.

[0085] Referring to Figure 4, in some embodiments, the ends of the first empennage 21 and the second empennage 22 are connected, with the end of the first empennage 21 remote from the second empennage 22 connected to the fuselage 30, and the end of the second empennage 22 remote from the first empennage 21 connected to the support 60. The connection of the ends of the first empennage 21 and the second empennage 22 can improve the structural rigidity and performance of the first empennage 21 and the second empennage 22, thereby extending the service life of the first empennage 21 and the second empennage 22 and ensuring the normal operation of the aircraft 100.

[0086] Referring to FIG7 , in some embodiments, the tail mechanism 20, fuselage 30, main wing 50, and support member 60 cooperate to form a closed structure 70 to optimize the force transmission path, thereby reducing the weight of the aircraft 100 and increasing the structural rigidity and strength, so that the aircraft 100 has good modal characteristics and the structural design of the aircraft 100 is reasonable and simple. In other embodiments, the tail mechanism 20, fuselage 30, main wing 50, and support member 60 may not cooperate to form the closed structure 70. It should be noted that the above embodiment can significantly improve the structural strength of the first rotor assembly 11. Because the first rotor assembly 11 is located at the rearmost part of the aircraft 100 and is subject to greater fluctuations than other parts, it is necessary to specifically configure it as a closed structure 70 to enhance the structural rigidity of the first rotor assembly 11 located at the rearmost part of the aircraft 100.

[0087] In some embodiments, the fuselage 30, the main wing 50, the carrier 60, the first tail 21, and the second tail 22 cooperate to form a closed structure 70. It is understandable that if the carrier 60 is not connected to the fuselage 30 via the tail mechanism 20, the pitch moment of the entire aircraft generated on the carrier 60 must be transmitted to the fuselage 30 through the torsional deformation of the main wing 50. In addition, the carrier 60 carries the first rotor assembly 11 and has a large moment of inertia. Since the carrier 60 is connected to the main wing 50, the torsional inertia of the main wing 50 is increased, thereby reducing the equivalent torsional stiffness of the main wing 50. In this embodiment, the fuselage 30, the main wing 50, the supporting member 60, the first tail 21 and the second tail 22 cooperate to form a closed structure 70, which optimizes the force transmission path. The pitching moment of the supporting member 60 can be transmitted to the main wing 50, and can also be transmitted to the first tail 21 through the second tail 22, which can significantly reduce the stress level of the main wing 50. In addition, the main wing 50, the supporting member 60, the tail mechanism 20 and the fuselage 30 can form an integral body, which can improve the torsional stiffness of the main wing 50 to a certain extent, reduce the structural performance requirements of the main wing 50, and help reduce the weight of the main wing 50. Therefore, the aircraft 100 in this embodiment can optimize the force transmission path, reduce the weight of the aircraft 100, increase the structural stiffness and strength, and make the aircraft 100 have good modal characteristics. The structural design of the aircraft 100 is reasonable and simple. For example, the closed structure 70 is hollow or similar to a round shape.

[0088] Referring to Figures 1 and 7 , in some embodiments, the number of carriers 60 is at least two, such as two, three, four, or more. Each carrier 60 is provided with a corresponding first rotor assembly 11, and at least two carriers 60 are distributed on opposite sides of the fuselage 30. This arrangement facilitates balancing the center of gravity of the aircraft 100. The inclusion of at least two first rotor assemblies 11 in the aircraft 100 enables the rotor mechanism 10 to provide greater lift for the aircraft 100. For example, the number of carriers 60 is two, and the two carriers 60 are symmetrically distributed on either side of the fuselage 30.

[0089] Referring to Figure 7 , in some embodiments, the number of tail mechanisms 20 includes at least two, with the at least two tail mechanisms 20 being distributed on either side of the fuselage 30. This allows the tail mechanisms 20 to provide better stabilization during flight of the aircraft 100, making the flight of the aircraft 100 more stable. The at least two tail mechanisms 20 being distributed on either side of the fuselage 30 facilitates balancing the center of gravity of the aircraft 100. For example, the number of tail mechanisms 20 includes two, with the two tail mechanisms 20 being symmetrically distributed on either side of the fuselage 30.

[0090] Referring to Figure 7, in some embodiments, at least two tail mechanisms 20 each form a closed structure 70 with the fuselage 30, the main wing 50, and the carrier 60. The number of closed structures 70 corresponds to the number of tail mechanisms 20, and each tail mechanism 20 can form a closed structure 70 with the fuselage 30, the main wing 50, and the corresponding carrier 60. For example, the number of tail mechanisms 20 or closed structures 70 is determined by the number of carriers 60 or first rotor assembly 11. For example, each carrier 60 is provided with one closed structure 70. Exemplarily, the number of the supporting members 60 includes two, the number of the tail wing mechanisms 20 includes two, the number of the main wings 50 includes two, the fuselage 30, one of the main wings 50, one of the supporting members 60, and one of the tail wing mechanisms 20 form a closed structure 70, and the fuselage 30, another main wing 50, another supporting member 60, and another tail wing mechanism 20 form another closed structure 70. In this way, the force transmission path can be optimized as much as possible. The two closed structures 70 can respectively reduce the stress level of the two main wings 50 and respectively increase the torsional stiffness of the two main wings 50, thereby reducing the weight of the aircraft 100 and increasing the structural stiffness and strength, further enabling the aircraft 100 to have good modal characteristics.

[0091] For example, the dotted line 201 in FIG7 represents one of the force transmission paths of one of the closed structures 70, and the dotted line 202 in FIG7 represents one of the force transmission paths of another closed structure 70, which is merely for example and does not limit the present application.

[0092] In some embodiments, the first tail fin 21 is used to provide a downward force for the aircraft 100 in the pitch direction, and the center of gravity of the aircraft 100 is located at the front of the aircraft 100. In this configuration, the first tail fin 21 can play a certain balancing role on the center of gravity of the aircraft 100, preventing the nose of the aircraft 100 from tilting downward during takeoff and cruising level flight, which could cause the aircraft 100 to fall or even crash, thereby improving the flight safety of the aircraft 100.

[0093] Exemplarily, the first tail wing 21 is located below the plane where the main wing 50 is located, so as to reduce or avoid the impact of the airflow generated by the main wing 50 on the first tail wing 21, thereby improving the flight safety of the aircraft 100 during vertical take-off and landing.

[0094] Referring to FIG. 1 , in some embodiments, rotor mechanism 10 further includes a second rotor assembly 12. First rotor assembly 11 is located closer to the rear of fuselage 30 than second rotor assembly 12. A line connecting the centers of first rotor assembly 11 and second rotor assembly 12 is parallel or substantially parallel to the roll axis of aircraft 100. Second rotor assembly 12 can provide lift and / or thrust for aircraft 100, enabling aircraft 100 to adapt to complex environments and improving its performance.

[0095] Referring to Figures 1 and 8 , in some embodiments, the second rotor assembly 12 can be used to provide lift for the aircraft 100 in a first state, enabling it to cooperate with the first rotor assembly 11 to provide lift for the aircraft 100 during vertical ascent. The second rotor assembly 12 can be used to provide thrust for the aircraft 100 in a second state, for example, pushing or pulling the aircraft 100 forward during cruise level flight, thereby enabling the aircraft 100 to have a longer range and faster flight speed, thereby enabling the aircraft 100 to adapt to complex environments and improving its performance. The first state includes a vertical takeoff and landing state, and the second state includes a cruise state. For example, when the second rotor assembly 12 is in the first state, the rotor blades of the second rotor assembly 12 are oriented upward, providing lift for the aircraft 100. When the second rotor assembly 12 is in the second state, the blades of the second rotor assembly 12 are tilted so that the rotor blades face the nose of the aircraft, providing thrust for the aircraft 100. Exemplarily, the second rotor assembly 12 in the first state is suitable for use when the aircraft 100 is performing vertical takeoff and landing, and the second rotor assembly 12 in the second state is suitable for use when the aircraft 100 is performing cruise and level flight. Exemplarily, the second rotor assembly 12 in the first state is shown in FIG1 , and in the second state is shown in FIG8 . In other embodiments, the second rotor assembly 12 in the first state is shown in FIG9 ; alternatively, the second rotor assembly 12 in the second state is shown in FIG9 . In other embodiments, the second rotor assembly 12 may be a non-tilting rotor assembly, for example, the second rotor assembly 12 is used to provide thrust for the aircraft 100 during cruise and level flight, or the second rotor assembly 12 is used to provide lift for the aircraft 100 during vertical takeoff and landing.

[0096] The number of second rotor assemblies 12 can be designed according to actual needs, such as one, two or more. In some embodiments, the number of second rotor assemblies 12 includes at least two, and multiple second rotor assemblies 12 are arranged at different parts of the aircraft 100. This can increase the total thrust of the second rotor assembly 12 so that the aircraft 100 has a faster flight speed and a longer range, so that the aircraft 100 can maintain a higher forward efficiency during vertical take-off and landing; and / or, it can increase the total lift of the second rotor assembly 12 so that the aircraft 100 can quickly take off and land vertically or hover during vertical take-off and landing. Exemplarily, the number of second rotor assemblies 12 includes two, and the two second rotor assemblies 12 are respectively arranged on opposite sides of the fuselage 30.

[0097] Referring to FIG. 8 , in some embodiments, second rotor assembly 12 includes a second rotor 121 and a second drive mechanism (not shown), the second drive mechanism being configured to drive second rotor 121 to switch between a first state and a second state. Second rotor 121 is connected to carrier 60 , which extends from main wing 50 along the roll axis of aircraft 100 . In some embodiments, second rotor 121 also includes a first power member (not shown) and a second propeller 1211 . The first power member is connected to second propeller 1211 to drive second propeller 1211 to rotate. For example, the first power member can include any suitable type of motor, such as a brushed motor or a brushless motor. Exemplarily, the second propeller 1211 can rotate around a second rotation axis. When the second rotor 121 is in the first state, the second rotation axis of the second propeller 1211 can be consistent with the direction of ascent or descent of the aircraft 100, so that the first power member drives the second propeller 1211 to rotate when it is working, thereby providing lift for the aircraft 100; when the second rotor 121 is in the second state, the second rotation axis of the second propeller 1211 can be consistent with the forward direction of the aircraft 100, so that the first power member drives the second propeller 1211 to rotate when it is working, thereby providing thrust for the aircraft 100, so as to push or pull the aircraft 100 forward.

[0098] Referring to Figures 1 and 8 , in some embodiments, the rotor mechanism 10 further includes a third rotor assembly 13 , which is disposed on the main wing 50 . In a first state, the third rotor assembly 13 is configured to provide lift for the aircraft 100 , and in a second state, it is configured to provide thrust for the aircraft 100 , enabling the aircraft 100 to adapt to complex environments and improving its performance. The first state includes a vertical takeoff and landing state, and the second state includes a cruise state. Exemplarily, the third rotor assembly 13 in the first state is suitable for vertical takeoff and landing (VTOL) of the aircraft 100 , while the third rotor assembly 13 in the second state is suitable for cruise and level flight of the aircraft 100 . Exemplarily, the third rotor assembly 13 in the first state is shown in Figure 1 , and in the second state is shown in Figure 8 . In other embodiments, the third rotor assembly 13 in the first state is shown in Figure 9 , or alternatively, the third rotor assembly 13 in the second state is shown in Figure 9 . In other embodiments, the third rotor assembly 13 may also be a non-tiltable rotor assembly. For example, the third rotor assembly 13 is used to provide thrust to the aircraft 100 when the aircraft 100 is in cruising and level flight. For example, when the third rotor assembly 13 is in a first state, the rotor blades of the third rotor assembly 13 are oriented upward, providing lift to the aircraft 100. When the third rotor assembly 13 is in a second state, the blades of the third rotor assembly 13 are tilted so that the rotor blades are oriented toward the nose of the aircraft, providing thrust to the aircraft 100.

[0099] The number of third rotor assemblies 13 can be designed according to actual needs, such as being set to one, two, three or more. In some embodiments, the number of third rotor assemblies 13 includes at least two, and multiple third rotor assemblies 13 are arranged at different parts of the aircraft 100. This can increase the total thrust of the third rotor assembly 13 so that the aircraft 100 has a faster flight speed and a longer range, so that the aircraft 100 can maintain a high forward efficiency during vertical take-off and landing; and can increase the total lift of the third rotor assembly 13 so that the aircraft 100 can quickly take off and land vertically or hover during vertical take-off and landing. Exemplarily, the number of third rotor assemblies 13 includes two, and the two third rotor assemblies 13 are respectively arranged on opposite sides of the fuselage 30.

[0100] Referring to FIG8 , in some embodiments, third rotor assembly 13 includes a third rotor 131 and a third drive mechanism (not shown). The third drive mechanism is configured to drive third rotor 131 to switch between a first state and a second state. Third rotor 131 is connected to the end of main wing 50. In the second state, third rotor assembly 13 can provide thrust to aircraft 100. For example, it can push or pull aircraft 100 forward during cruising level flight, thereby enabling aircraft 100 to have a longer range and a faster flight speed. In the first state, third rotor assembly 13 can provide lift to aircraft 100. This allows it to cooperate with first rotor assembly 11 to provide lift to aircraft 100 during vertical ascent, enabling aircraft 100 to adapt to complex environments and improving its performance.

[0101] In some embodiments, third rotor 131 further includes a second power element and a third propeller 1311. The second power element is connected to third propeller 1311 to drive rotation of third propeller 1311. Exemplarily, the second power element can include any suitable type of motor, such as a brushed motor or a brushless motor. Exemplarily, third propeller 1311 can rotate about a third rotation axis. In a first state, the third rotation axis of third propeller 1311 can align with the direction of ascent or descent of aircraft 100, so that when the second power element is in operation, it drives third propeller 1311 to rotate, thereby providing lift for aircraft 100 and driving it to ascend or descend. When third rotor 131 is in a second state, the third rotation axis of third propeller 1311 can align with the direction of forward movement of aircraft 100, so that when the second power element is in operation, it drives third propeller 1311 to rotate, thereby providing thrust for aircraft 100 to push or pull it forward.

[0102] It can be understood that at least one of the second rotor assembly 12 and the third rotor assembly 13 can also be omitted.

[0103] Exemplarily, the first rotor assembly 11 is located at the rearmost position of the fuselage 30 compared to the other rotor assemblies of the rotor mechanism 10. For example, the first rotor assembly 11 is located at the rearmost position of the fuselage 30 compared to the second rotor assembly 12 and the third rotor assembly 13.

[0104] For example, when aircraft 100 is cruising and level flight, the operation of at least one of second rotor assembly 12 and third rotor assembly 13 can be controlled as needed to provide thrust for aircraft 100. For example, when aircraft 100 is cruising and level flight or moving forward, third rotor 131 of third rotor assembly 13 is inoperative, and second rotor 121 of second rotor assembly 12 is inoperative in the second state, in which case only second rotor 121 provides thrust for aircraft 100. Alternatively, second rotor 121 of second rotor assembly 12 is inoperative, and third rotor 131 of third rotor assembly 13 is inoperative in the second state, in which case only third rotor 131 provides thrust for aircraft 100. Alternatively, second rotor 121 of second rotor assembly 12 is inoperative, and third rotor 131 of third rotor assembly 13 is inoperative in the second state, in which case only third rotor 131 provides thrust for aircraft 100. Alternatively, second rotor 121 of second rotor assembly 12 is inoperative in the second state, and third rotor 131 of third rotor assembly 13 is inoperative in the second state, in which case both second rotor 121 and third rotor 131 provide thrust for aircraft 100. When the aircraft 100 is cruising and flying level, the first driving mechanism of the first rotor assembly 11 may stop working so that the first rotor 111 stops rotating, thereby saving power consumption.

[0105] For example, when rotor mechanism 10 includes a first rotor assembly 11, a second rotor assembly 12, and a third rotor assembly 13, at least one of the first rotor assembly 11, the second rotor assembly 12, and the third rotor assembly 13 can be controlled to operate as needed, so that at least one of the first rotor assembly 11, the second rotor assembly 12, and the third rotor assembly 13 provides lift for aircraft 100. For example, when aircraft 100 is performing vertical takeoff and landing, the first drive mechanism drives first rotor 111 to rotate, while second rotor 121 and third rotor 131 stop operating. At this time, only first rotor assembly 11 provides lift for aircraft 100. For another example, when aircraft 100 is performing vertical takeoff and landing, the first power element of second rotor 121 in the first state drives second propeller 1211 to rotate, while first rotor assembly 11 and third rotor 131 stop operating. At this time, only second rotor 121 provides lift for aircraft 100. For another example, when aircraft 100 is performing vertical takeoff and landing, the second power element of third rotor 131 in the first state drives third propeller 1311 to rotate, while first rotor assembly 11 and second rotor 121 stop operating. At this time, only third rotor 131 provides lift for aircraft 100. Alternatively, when aircraft 100 is performing vertical takeoff and landing, at least two of first rotor assembly 11, second rotor 121, and third rotor 131 are in operation, so that at least two of first rotor assembly 11, second rotor 121, and third rotor 131 provide lift for aircraft 100. It is understood that when aircraft 100 is performing vertical takeoff and landing, first rotor 111 may stop rotating only when only one of second rotor 121 in the second state or third rotor 131 in the second state is in operation to provide lift for aircraft 100.

[0106] It can be understood that when the lift generated by the operation of the rotor mechanism 10 is greater than the gravity of the aircraft 100, the aircraft 100 rises; when the lift generated by the operation of the rotor mechanism 10 is less than the gravity of the aircraft 100, the aircraft 100 descends; when the lift generated by the operation of the rotor mechanism 10 is equal to the gravity of the aircraft 100, the aircraft 100 is in a hovering state.

[0107] Referring to Figure 8 , in some embodiments, third rotor assembly 13 further includes wingtips 132 disposed on third rotor 131. Wingtips 132 are configured to cooperate with main wings 50 in the second state to increase the wingspan of aircraft 100. For example, each main wing 50 is provided with a corresponding wingtip 132. Wingtips 132 can reduce vortices on both sides of fuselage 30, thereby reducing drag on aircraft 100 during flight and improving flight stability.

[0108] Referring to Figure 1, an embodiment of the present application further provides an aircraft 100, including a rotor mechanism 10 and a tail mechanism 20. The rotor mechanism 10 is configured to at least provide lift for the aircraft 100, and includes a first rotor assembly 11 and a carrier 60 for supporting the first rotor assembly 11; the tail mechanism 20 includes a first tail 21 and a second tail 22. The first tail 21 is configured to provide stability in at least a first direction when the aircraft 100 is flying, and the second tail 22 is configured to provide stability in at least a second direction when the aircraft 100 is flying, and the first direction is different from the second direction. The first rotor assembly 11 is arranged near the tail mechanism 20, and when the first rotor assembly 11 is used to provide at least lift, the tail mechanism 20 and the first rotor assembly 11 are respectively located on the upper and lower sides of the carrier 60, and the projection of at least one of the first tail 21 and the second tail 22 on the rotor disk of the first rotor assembly 11 in the height direction at least partially overlaps with the rotor disk.

[0109] In the aircraft 100 of the above embodiment, since the first rotor assembly 11 is arranged close to the tail mechanism 20, and when the first rotor assembly 11 is used at least to provide lift, the tail mechanism 20 and the first rotor assembly 11 are respectively located on the upper and lower sides of the carrier 60, and the projection of at least one of the first tail 21 and the second tail 22 on the rotor disk of the first rotor assembly 11 in the height direction at least partially overlaps with the rotor disk, it is possible to minimize physical interference between the first rotor assembly 11 and the tail mechanism 20, reduce the relative position requirements between the first rotor assembly 11 and the tail mechanism 20, and provide the possibility of arranging the tail mechanism 20 in the front-to-back direction toward the nose of the aircraft. Because the projection of at least one of the first empennage 21 and the second empennage 22 onto the rotor disk of the first rotor assembly 11 in the height direction at least partially overlaps with the rotor disk, the size of the aircraft 100 can be reduced, for example, by reducing the length of the aircraft 100 in the fore-aft direction, making the structure of the aircraft 100 more compact and facilitating a miniaturized design of the aircraft 100. The reduction in the size of the aircraft 100 can also reduce the weight of the aircraft 100 and the overall inertia to a certain extent. Therefore, the aircraft 100 of the embodiment of the present application has a reasonable structural design, a simple structure, and a small size.

[0110] Illustratively, the rotor mechanism 10 includes the rotor mechanism 10 of any of the above embodiments. The tail mechanism 20 includes the tail mechanism 20 of any of the above embodiments. The carrier 60 includes the carrier 60 of any of the above embodiments. The aircraft 100 includes the aircraft 100 of any of the above embodiments.

[0111] Exemplarily, first rotor 111 of first rotor assembly 11 is rotatable about a preset rotation axis, and the propeller disk of first rotor assembly 11 is perpendicular to the rotation axis of first rotor 111. Exemplarily, the plane where the propeller disk of first rotor assembly 11 lies is the plane where the rotation circle of first rotor assembly 11 lies.

[0112] Exemplarily, the projection of at least one of the first tail 21 and the second tail 22 on the rotor disk of the first rotor assembly 11 in the height direction at least partially overlaps with the rotor disk, including: the projection of the first tail 21 or the second tail 22 on the rotor disk of the first rotor assembly 11 in the height direction at least partially overlaps with the rotor disk; the projection of the first tail 21 on the rotor disk of the first rotor assembly 11 in the height direction at least partially overlaps with the rotor disk, and the projection of the second tail 22 on the rotor disk of the first rotor assembly 11 in the height direction at least partially overlaps with the rotor disk.

[0113] Exemplarily, the orthographic projection of one of first empennage 21 and second empennage 22 on the plane on which the rotation circle of first rotor assembly 11 lies is outside the rotation circle, and the orthographic projection of the other of first empennage 21 and second empennage 22 on the plane on which the rotation circle of first rotor assembly 11 lies is at least partially inside the rotation circle. Exemplarily, the orthographic projections of first empennage 21 and second empennage 22 on the plane on which the rotation circle of first rotor assembly 11 lies are inside the rotation circle; alternatively, the orthographic projections of first empennage 21 and second empennage 22 on the plane on which the rotation circle of first rotor assembly 11 lies are outside the rotation circle.

[0114] Referring to Figure 1, an embodiment of the present application also provides an aircraft 100, including a fuselage 30, a rotor mechanism 10, a tail mechanism 20 and a main wing 50. The rotor mechanism 10 is configured to at least provide lift for the aircraft 100. The rotor mechanism 10 includes a first rotor assembly 11 and a carrier 60 for supporting the first rotor assembly 11. The first rotor assembly 11 is located at the rear of the fuselage 30 compared to other rotor assemblies; the tail mechanism 20 includes a first tail 21 and a second tail 22. The first tail 21 is configured to play a stabilizing role in at least a first direction when the aircraft 100 is flying, and the second tail 22 is configured to play a stabilizing role in at least a second direction when the aircraft 100 is flying, and the first direction is different from the second direction; the main wing 50 is connected to the fuselage 30, and the main wing 50 is used to provide lift; wherein, the tail mechanism 20 forms a closed structure 70 with the fuselage 30, the main wing 50 and the carrier 60.

[0115] In the aircraft 100 of the above embodiment, since the tail mechanism 20 forms a closed structure 70 with the fuselage 30, the main wing 50 and the supporting member 60, the force transmission path is optimized. The pitching moment of the supporting member 60 can be transmitted to the main wing 50, and can also be transmitted to the first tail 21 through the second tail 22, which can significantly reduce the stress level of the main wing 50; in addition, the main wing 50, the supporting member 60, the tail mechanism 20 and the fuselage 30 can form a whole, which can improve the torsional stiffness of the main wing 50 to a certain extent, reduce the structural performance requirements of the main wing 50, and help reduce the weight of the main wing 50; the fact that the main wing 50, the supporting member 60, the tail mechanism 20 and the fuselage 30 can form a whole can also improve the structural stiffness and mechanical strength of the supporting member 60, the tail mechanism 20 and the fuselage 30, and the structural stiffness and mechanical strength of the first rotor assembly 11 carried on the supporting member 60 can also be correspondingly improved. It is particularly important to note that the above embodiment significantly improves the structural strength of first rotor assembly 11. Because first rotor assembly 11 is located at the rearmost portion of aircraft 100 and is subject to greater fluctuations than other portions, a closed structure 70 is required to enhance the structural rigidity of first rotor assembly 11 at the rearmost portion of aircraft 100. Therefore, aircraft 100 in this embodiment optimizes the force transmission path, reduces the weight of aircraft 100, and increases structural rigidity and strength. This results in aircraft 100 exhibiting excellent modal characteristics and a rational and simple structural design.

[0116] Illustratively, the fuselage 30 includes the fuselage 30 of any of the above-described embodiments. The rotor mechanism 10 includes the rotor mechanism 10 of any of the above-described embodiments. The tail mechanism 20 includes the tail mechanism 20 of any of the above-described embodiments. The main wing 50 includes the main wing 50 of any of the above-described embodiments. The aircraft 100 includes the aircraft 100 of any of the above-described embodiments.

[0117] An embodiment of the present application also provides an aircraft 100, including a fuselage 30 and a tail mechanism 20, wherein the tail mechanism 20 is provided on the fuselage 30, and the tail mechanism 20 includes a first tail 21 and a second tail 22, wherein the first tail 21 is configured to play a stabilizing role in at least a first direction when the aircraft 100 is flying, and the second tail 22 is configured to play a stabilizing role in at least a second direction when the aircraft 100 is flying, and the first direction is different from the second direction; wherein at least a portion of at least one of the first tail 21 and the second tail 22 extends out of the fuselage 30 in the pitch direction of the aircraft 100, so as to form a landing gear of the aircraft 100.

[0118] In the aircraft 100 of the above embodiment, since at least one of the first tail 21 and the second tail 22 is used to form the landing gear of the aircraft 100, the tail mechanism 20 can not only play a stabilizing role when the aircraft 100 is in flight, but also be used to form the landing gear, so that at least part of the tail mechanism 20 can have the function of landing gear when the aircraft 100 lands. At least one of the first tail 21 and the second tail 22 integrates at least two functions, which is beneficial to reducing the number of component settings, reducing the weight of the aircraft 100, reducing the flight resistance of the aircraft 100, and reducing costs; the aircraft 100 has a simple structure and a clever design.

[0119] Illustratively, the fuselage 30 includes the fuselage 30 of any one of the above embodiments. The tail mechanism 20 includes the tail mechanism 20 of any one of the above embodiments. The aircraft 100 includes the aircraft 100 of any one of the above embodiments.

[0120] In some embodiments, the first fin 21 is connected to the second fin 22 .

[0121] In some embodiments, one end of the first tail 21 is connected to the fuselage 30, and the other end is connected to the second tail 22. The connection between the first tail 21 and the second tail 22 forms a contact end 23 in the landing gear for contacting the take-off and landing platform.

[0122] In some embodiments, the first fin 21 and the second fin 22 are connected to form at least one of the following structures: a V-shaped structure, an X-shaped structure, and an inverted figure-eight structure.

[0123] In some embodiments, the number of the first fins 21 and the number of the second fins 22 are both two, and the two first fins 21 and the two second fins 22 cooperate to form at least one of the following structures: a zigzag structure and a W-shaped structure.

[0124] In some embodiments, the first direction is the pitch direction of the aircraft 100 , and the second direction is the yaw direction of the aircraft 100 .

[0125] In some embodiments, the aircraft 100 further includes a rotor mechanism 10 , which is configured to at least provide lift for the aircraft 100 . In response to the first rotor assembly 11 being used to provide lift, the tail mechanism 20 is located below the rotor mechanism 10 .

[0126] In some embodiments, the aircraft 100 also includes a rotor mechanism 10, which is configured to at least provide lift for the aircraft 100. The rotor mechanism 10 includes a first rotor assembly 11, which is arranged close to the tail mechanism 20, and when the first rotor assembly 11 is used to provide lift, the orthographic projection of one of the first tail 21 and the second tail 22 on the plane where the rotation circle of the first rotor assembly 11 is located is outside the rotation circle, and the orthographic projection of the other on the plane where the rotation circle of the first rotor assembly 11 is located is at least partially inside the rotation circle.

[0127] In some embodiments, when the first rotor assembly 11 is used to provide lift, the orthographic projection of the first tail wing 21 on the plane where the rotation circle of the first rotor assembly 11 is located is located outside the rotation circle.

[0128] In some embodiments, the orthographic projection of the end of the second tail wing 22 close to the first rotor assembly 11 on the plane where the rotation circle of the first rotor assembly 11 is located intersects with the rotation circle in the front-to-back direction or the roll axis direction of the aircraft 100.

[0129] In some embodiments, the anhedral angle of the first fin 21 is in the range of [15°, 45°].

[0130] In some embodiments, the leading edge sweep angle of the first tail fin 21 is in the range of (-60°, 50°).

[0131] In some embodiments, the sweep angle of the trailing edge of the first empennage 21 is in the range of (-60°, 50°).

[0132] In some embodiments, the inclination angle of the second fin 22 is in the range of (15°, 45°).

[0133] In some embodiments, the included angle between the first fin 21 and the second fin 22 is in the range of (40°, 125°).

[0134] In some embodiments, when the first rotor assembly 11 is used to provide lift, the orthographic projection of the second tail wing 22 on the plane where the rotation circle of the first rotor assembly 11 is located is located outside the rotation circle.

[0135] In some embodiments, the aircraft 100 further includes: a rotor mechanism 10, the rotor mechanism 10 being configured to at least provide lift for the aircraft 100; a main wing 50 connected to the fuselage 30 and extending laterally from the fuselage 30, the main wing 50 being configured to provide lift; and a carrier 60 connected to the main wing 50 and configured to carry at least a portion of the rotor mechanism 10, one of the first tail 21 and the second tail 22 being connected to the fuselage 30, and the other of the first tail 21 and the second tail 22 being connected to the carrier 60.

[0136] The rotor mechanism 10 includes a first rotor assembly 11 , and the first rotor assembly 11 includes a first rotor 111 and a first driving mechanism. The first driving mechanism is used to drive the first rotor 111 to provide lift.

[0137] In some embodiments, an end of the carrier 60 is connected to the tail mechanism 20 , and the first rotor assembly 11 and the tail mechanism 20 are respectively disposed on both sides of the carrier 60 along the yaw axis direction of the aircraft 100 .

[0138] In some embodiments, the ends of the first empennage 21 and the second empennage 22 are connected, and the end of the first empennage 21 away from the second empennage 22 is connected to the fuselage 30 , and the end of the second empennage 22 away from the first empennage 21 is connected to the carrier 60 .

[0139] In some embodiments, the fuselage 30 , the main wing 50 , the carrier 60 , the first empennage 21 , and the second empennage 22 cooperate to form a closed structure 70 .

[0140] In some embodiments, the number of the carriers 60 includes at least two, each carrier 60 is correspondingly provided with a first rotor assembly 11 , and at least two carriers 60 are distributed on both sides of the fuselage 30 .

[0141] In some embodiments, the number of tail wing mechanisms 20 includes at least two, and the at least two tail wing mechanisms 20 are distributed on both sides of the fuselage 30 .

[0142] In some embodiments, at least two tail wing mechanisms 20 form a closed structure 70 with the fuselage 30 , the main wing 50 , and the carrier 60 .

[0143] In some embodiments, the first tail fin 21 is used to provide a downward force for the aircraft 100 in a pitch direction, and the center of gravity of the aircraft 100 is located in front of the aircraft 100 .

[0144] In some embodiments, the rotor mechanism 10 also includes a second rotor assembly 12, the first rotor assembly 11 is closer to the rear of the fuselage 30 than the second rotor assembly 12, and the line connecting the center of the first rotor assembly 11 and the center of the second rotor assembly 12 is parallel or approximately parallel to the roll axis of the aircraft 100.

[0145] In some embodiments, the first rotor assembly 11 is used to provide lift for the aircraft 100; and / or, the second rotor assembly 12 can be used to provide lift for the aircraft 100 in a first state and to provide thrust for the aircraft 100 in a second state, wherein the first state includes a vertical take-off and landing state and the second state includes a cruising state.

[0146] In some embodiments, the second rotor assembly 12 includes: a second rotor 121 and a second drive mechanism, the second drive mechanism is used to drive the second rotor 121 to switch between a first state and a second state, the second rotor 121 is connected to a carrier 60, and the carrier 60 extends out of the main wing 50 along the transverse axis direction of the aircraft 100.

[0147] In some embodiments, the rotor mechanism 10 also includes a third rotor assembly 13, which is arranged on the main wing 50, and the third rotor assembly 13 can be used to provide lift for the aircraft 100 in a first state and to provide thrust for the aircraft 100 in a second state, wherein the first state includes a vertical take-off and landing state, and the second state includes a cruising state.

[0148] In some embodiments, the third rotor assembly 13 includes a third rotor 131 and a third driving mechanism. The third driving mechanism is used to drive the third rotor 131 to switch between a first state and a second state. The third rotor 131 is connected to the end of the main wing 50 .

[0149] In some embodiments, the third rotor assembly 13 further includes:

[0150] The wing tip 132 is provided on the third rotor 131 and is used to cooperate with the main wing 50 in the second state to increase the wingspan of the aircraft 100 .

[0151] In the description of this application, it should be noted that, unless otherwise clearly specified and limited, the terms "installed", "connected", "connected", "mechanically coupled", and "coupled" should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integral connection. It can be a mechanical connection or an electrical connection. It can be directly connected or indirectly connected through an intermediate medium. It can be the internal connection of two elements or the interaction relationship between two elements. The mechanical coupling or coupling of two components includes direct coupling and indirect coupling, for example, direct fixed connection, connection through a transmission mechanism, etc. For ordinary technicians in this field, the specific meanings of the above terms in this application can be understood according to the specific circumstances.

[0152] In this application, unless otherwise expressly specified or limited, a first feature being "above" or "below" a second feature may include the first and second features being in direct contact, or may include the first and second features being in contact not directly but through another feature between them. Moreover, a first feature being "above," "above," and "above" a second feature may include the first feature being directly above or obliquely above the second feature, or may simply mean that the first feature is higher in level than the second feature. A first feature being "below," "below," and "below" a second feature may include the first feature being directly below or obliquely below the second feature, or may simply mean that the first feature is lower in level than the second feature.

[0153] The disclosure above provides many different embodiments or examples for realizing the different structures of the present application. In order to simplify the disclosure of the present application, the components and settings of specific examples are described above. Of course, they are merely examples and are not intended to limit the present application. In addition, the present application may repeat reference numerals and / or reference letters in different examples, and such repetition is for the purpose of simplicity and clarity, and does not itself indicate the relationship between the various embodiments and / or settings discussed. In addition, the present application provides examples of various specific processes and materials, but those of ordinary skill in the art will appreciate the application of other processes and / or the use of other materials.

[0154] Throughout this specification, reference to terms such as "one embodiment," "some embodiments," "illustrative embodiments," "examples," "specific examples," or "some examples" means that the specific method steps, features, structures, materials, or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present application. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific method steps, features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.

[0155] The above description is merely a specific embodiment of the present application, but the scope of protection of the present application is not limited thereto. Any person skilled in the art can easily conceive of various equivalent modifications or substitutions within the technical scope disclosed in the present application, and such modifications or substitutions should be included in the scope of protection of the present application. Therefore, the scope of protection of the present application should be based on the scope of protection of the claims.

Claims

1. An aircraft, characterized in that, Comprising: A rotor mechanism configured to at least provide lift for the aircraft, the rotor mechanism including a first rotor assembly; And A tail mechanism including a first tail and a second tail, the first tail configured to provide a stabilizing effect at least in a first direction when the aircraft is flying, and the second tail configured to provide a stabilizing effect at least in a second direction when the aircraft is flying, the first direction being different from the second direction; Wherein, the first rotor assembly is disposed close to the tail mechanism, and when the first rotor assembly is at least used to provide lift, a positive projection of one of the first tail and the second tail on a plane where the rotation circle of the first rotor assembly is located is located outside the rotation circle, and a positive projection of the other on the plane where the rotation circle of the first rotor assembly is located is at least partially located inside the rotation circle.

2. The aircraft according to claim 1, characterized in that The first direction is the pitch direction of the aircraft, and the second direction is the yaw direction of the aircraft.

3. The aircraft according to claim 1, characterized in that In response to the first rotor assembly being used to provide lift, the tail mechanism is located below the first rotor assembly.

4. The aircraft according to any one of claims 1 to 3, characterized in that When the first rotor assembly is used to provide lift, a positive projection of the first tail on a plane where the rotation circle of the first rotor assembly is located is located outside the rotation circle.

5. The aircraft according to claim 4, characterized in that, A positive projection of an end of the second tail close to the first rotor assembly on a plane where the rotation circle of the first rotor assembly is located intersects the rotation circle in the front-back direction or roll axis direction of the aircraft.

6. The aircraft according to claim 4, wherein The dihedral angle range of the first tail is [15°, 45°].

7. The aircraft according to claim 4, characterized in that, The leading edge sweep angle range of the first tail is (-60°, 50°].

8. The aircraft according to claim 4, characterized in that, The trailing edge sweep angle range of the first tail is (-60°, 50°].

9. The aircraft according to claim 4, wherein The rake angle range of the second tail is (15°, 45°].

10. The aircraft according to claim 4, characterized in that, The included angle range between the first tail and the second tail is (40°, 125°].

11. The aircraft according to any one of claims 1 to 3, characterized in that, When the first rotor assembly is used to provide lift, a positive projection of the second tail on a plane where the rotation circle of the first rotor assembly is located is located outside the rotation circle.

12. The aircraft according to claim 1, wherein At least one of the first tail and the second tail forms the landing gear of the aircraft.

13. The aircraft according to claim 12, wherein The first tail is connected to the second tail.

14. The aircraft according to claim 13, wherein, The aircraft further includes a fuselage, one end of the first tail is connected to the fuselage, and the other end is connected to the second tail. A contact end for contacting a landing platform in the landing gear is formed at the connection between the first tail and the second tail.

15. The aircraft according to claim 14, characterized in that, The first tail is connected to the second tail and forms at least one of the following structures: a V-shaped structure, an X-shaped structure, an inverted V-shaped structure.

16. The aircraft according to claim 14, characterized in that, The number of the first tails and the number of the second tails both include two. The two first tails and the two second tails are used to cooperate to form at least one of the following structures: a zigzag structure, a W-shaped structure.

17. The aircraft according to claim 1, characterized in that Further comprising: A fuselage; A main wing connected to the fuselage and extending laterally out of the fuselage, the main wing being used to provide lift; And A carrier, connected to the main wing, for carrying at least a part of the rotor mechanism, one of the first tail wing and the second tail wing is connected to the fuselage, and the other of the first tail wing and the second tail wing is connected to the carrier; Wherein, the first rotor assembly includes a first rotor and a first driving mechanism, and the first driving mechanism is used to drive the first rotor to provide lift.

18. The aircraft according to claim 17, wherein, The end of the carrier is connected to the tail wing mechanism, and the first rotor assembly and the tail wing mechanism are respectively arranged on both sides of the carrier along the yaw axis direction of the aircraft.

19. The aircraft according to claim 17 or 18, characterized in that, The ends of the first tail wing and the second tail wing are connected, and one end of the first tail wing away from the second tail wing is connected to the fuselage, and one end of the second tail wing away from the first tail wing is connected to the carrier.

20. The aircraft according to claim 17, characterized in that, The fuselage, the main wing, the carrier, the first tail wing and the second tail wing cooperate to form a closed structure.

21. The aircraft according to claim 17 or 18, characterized in that, The number of the carriers includes at least two, each carrier is correspondingly provided with the first rotor assembly, and at least two carriers are distributed on both sides of the fuselage.

22. The aircraft according to claim 1 or 17, characterized in that, The number of the tail wing mechanisms includes at least two, and at least two tail wing mechanisms are distributed on both sides of the fuselage.

23. The aircraft according to claim 22, characterized in that, At least two tail wing mechanisms are all connected with the fuselage, the main wing and the carrier to form a closed structure.

24. The aircraft according to claim 1, wherein The first tail wing is used to provide a downward force for the aircraft in the pitch direction, and the center of gravity of the aircraft is located in front of the aircraft.

25. The aircraft according to claim 17, characterized in that, The rotor mechanism further includes: A second rotor assembly, the first rotor assembly is closer to the rear of the fuselage than the second rotor assembly, and the connection line between the center of the first rotor assembly and the center of the second rotor assembly is parallel or substantially parallel to the roll axis of the aircraft.

26. The aircraft according to claim 25, wherein, The first rotor assembly is used to provide lift for the aircraft; and / or, the second rotor assembly can be used to provide lift for the aircraft in the first state and provide thrust for the aircraft in the second state, wherein the first state includes the vertical takeoff and landing state, and the second state includes the cruise state.

27. The aircraft according to claim 26, wherein, The second rotor assembly includes: A second rotor and a second driving mechanism, the second driving mechanism is used to drive the second rotor to switch between the first state and the second state, the second rotor is connected to the carrier, and the carrier extends out of the main wing along the roll axis direction of the aircraft.

28. The aircraft according to claim 17, characterized in that, The rotor mechanism further includes: A third rotor assembly, the third rotor assembly is arranged on the main wing, and the third rotor assembly can be used to provide lift for the aircraft in the first state and provide thrust for the aircraft in the second state, wherein the first state includes the vertical takeoff and landing state, and the second state includes the cruise state.

29. The aircraft according to claim 28, wherein, The third rotor assembly includes a third rotor and a third driving mechanism, the third driving mechanism is used to drive the third rotor to switch between the first state and the second state, and the third rotor is connected to the end of the main wing.

30. The aircraft according to claim 28, characterized in that, The third rotor assembly further includes: The wing tip is provided on the third rotor and is used to cooperate with the main wing in the second state to increase the wingspan of the aircraft.

31. An aircraft, characterized in that, It includes: A fuselage; A tail wing mechanism provided on the fuselage. The tail wing mechanism includes a first tail wing and a second tail wing. The first tail wing is configured to play a stabilizing role at least in a first direction when the aircraft is flying, and the second tail wing is configured to play a stabilizing role at least in a second direction when the aircraft is flying. The first direction is different from the second direction; Wherein, at least a part of at least one of the first tail wing and the second tail wing extends out of the fuselage in the pitching direction of the aircraft to form the landing gear of the aircraft.

32. The aircraft according to claim 31, wherein, The first tail wing is connected to the second tail wing.

33. The aircraft according to claim 32, wherein One end of the first tail wing is connected to the fuselage, and the other end is connected to the second tail wing. The connection part of the first tail wing and the second tail wing forms the contact end for contacting the landing and takeoff platform in the landing gear.

34. The aircraft according to claim 33, characterized in that, The first tail wing is connected to the second tail wing and forms at least one of the following structures: a V-shaped structure, an X-shaped structure, an inverted V-shaped structure.

35. The aircraft according to claim 33, characterized in that, The number of the first tail wings and the number of the second tail wings both include two. The two first tail wings and the two second tail wings are used to cooperate to form at least one of the following structures: a serrated structure, a W-shaped structure.

36. The aircraft according to claim 31, wherein The first direction is the pitching direction of the aircraft, and the second direction is the yaw direction of the aircraft.

37. The aircraft according to claim 31, characterized in that, The aircraft further includes a rotor mechanism configured to at least be able to provide lift for the aircraft. When the first rotor assembly is used to provide lift, the tail wing mechanism is located below the rotor mechanism.

38. The aircraft according to any one of claims 31-37, characterized in that, The aircraft further includes a rotor mechanism configured to at least be able to provide lift for the aircraft. The rotor mechanism includes a first rotor assembly. The first rotor assembly is arranged close to the tail wing mechanism. When the first rotor assembly is used to provide lift, the orthographic projection of one of the first tail wing and the second tail wing on the plane where the rotation circle of the first rotor assembly is located is located outside the rotation circle, and the orthographic projection of the other on the plane where the rotation circle of the first rotor assembly is located is at least partially located inside the rotation circle.

39. The aircraft according to claim 38, wherein When the first rotor assembly is used to provide lift, the orthographic projection of the first tail wing on the plane where the rotation circle of the first rotor assembly is located is located outside the rotation circle.

40. The aircraft according to claim 39, characterized in that, The orthographic projection of the end of the second tail wing close to the first rotor assembly on the plane where the rotation circle of the first rotor assembly is located intersects the rotation circle in the front-back direction or the roll axis direction of the aircraft.

41. The aircraft according to claim 39, characterized in that, The dihedral angle range of the first tail wing is [15°, 45°].

42. The aircraft according to claim 39, characterized in that, The leading edge sweep angle range of the first tail wing is (-60°, 50°].

43. The aircraft according to claim 39, wherein, The trailing edge sweep angle range of the first tail wing is (-60°, 50°].

44. The aircraft according to claim 39, characterized in that, The inward tilt angle range of the second tail wing is (15°, 45°].

45. The aircraft according to claim 39, characterized in that, The included angle range between the first tail wing and the second tail wing is (40°, 125°].

46. The aircraft according to claim 39, characterized in that, When the first rotor assembly is used to provide lift, the positive projection of the second tail fin on the plane where the rotation circle of the first rotor assembly is located is located outside the rotation circle.

47. The aircraft according to claim 31, characterized in that, Further included are: A rotor mechanism configured to be able to provide at least lift for the aircraft; A main wing connected to the fuselage and extending laterally out of the fuselage, the main wing being used to provide lift; And A carrier connected to the main wing and used to carry at least part of the rotor mechanism, one of the first tail fin and the second tail fin is connected to the fuselage, and the other of the first tail fin and the second tail fin is connected to the carrier; Wherein, the rotor mechanism includes a first rotor assembly, and the first rotor assembly includes a first rotor and a first drive mechanism, and the first drive mechanism is used to drive the first rotor to provide lift.

48. The aircraft according to claim 47, characterized in that, The end of the carrier is connected to the tail fin mechanism, and the first rotor assembly and the tail fin mechanism are respectively arranged on both sides of the carrier along the yaw direction of the aircraft.

49. The aircraft according to claim 47 or 48, characterized in that, The ends of the first tail fin and the second tail fin are connected, and one end of the first tail fin away from the second tail fin is connected to the fuselage, and one end of the second tail fin away from the first tail fin is connected to the carrier.

50. The aircraft according to claim 47, characterized in that, The fuselage, the main wing, the carrier, the first tail fin and the second tail fin cooperate to form a closed structure.

51. The aircraft according to claim 47 or 48, characterized in that, The number of the carriers includes at least two, each carrier is correspondingly provided with the first rotor assembly, and at least two carriers are distributed on both sides of the fuselage.

52. The aircraft according to claim 31 or 47, characterized in that, The number of the tail fin mechanisms includes at least two, and at least two tail fin mechanisms are distributed on both sides of the fuselage.

53. The aircraft according to claim 52, characterized in that, At least two tail fin mechanisms both form a closed structure with the fuselage, the main wing and the carrier.

54. The aircraft according to claim 31, characterized in that, The first tail fin is used to provide a downward force for the aircraft in the pitch direction, and the center of gravity of the aircraft is located in front of the aircraft.

55. The aircraft according to claim 47, characterized in that, The rotor mechanism further includes: A second rotor assembly, the first rotor assembly is closer to the rear of the fuselage than the second rotor assembly, and the connection line between the center of the first rotor assembly and the center of the second rotor assembly is parallel or substantially parallel to the roll axis of the aircraft.

56. The aircraft according to claim 55, characterized in that, The first rotor assembly is used to provide lift for the aircraft; and / or, the second rotor assembly can be used to provide lift for the aircraft in the first state and provide thrust for the aircraft in the second state, wherein the first state includes the vertical take-off and landing state, and the second state includes the cruise state.

57. The aircraft according to claim 56, characterized in that, The second rotor assembly includes: A second rotor and a second drive mechanism, the second drive mechanism is used to drive the second rotor to switch between the first state and the second state, the second rotor is connected to the carrier, and the carrier extends out of the main wing along the transverse axis direction of the aircraft.

58. The aircraft according to claim 47, characterized in that, The rotor mechanism further includes: The third rotor assembly is provided on the main wing, and the third rotor assembly can be used to provide lift for the aircraft in the first state and provide thrust for the aircraft in the second state, where the first state includes a vertical takeoff and landing state, and the second state includes a cruising state.

59. The aircraft according to claim 58, characterized in that, The third rotor assembly includes a third rotor and a third drive mechanism, and the third drive mechanism is used to drive the third rotor to switch between the first state and the second state, and the third rotor is connected to the end of the main wing.

60. The aircraft according to claim 58, wherein, The third rotor assembly further includes: The wing tip is provided on the third rotor and is used to cooperate with the main wing in the second state to increase the wingspan of the aircraft.

61. An aircraft, characterized in that, including: A rotor mechanism configured to at least provide lift for the aircraft. The rotor mechanism includes a first rotor assembly and a carrier for supporting the first rotor assembly; and A tail wing mechanism including a first tail wing and a second tail wing. The first tail wing is configured to play a stabilizing role at least in a first direction when the aircraft is flying, and the second tail wing is configured to play a stabilizing role at least in a second direction when the aircraft is flying. The first direction is different from the second direction; Wherein, the first rotor assembly is disposed close to the tail wing mechanism, and when the first rotor assembly is at least used to provide lift, the tail wing mechanism and the first rotor assembly are respectively located on the upper and lower sides of the carrier, and at least one of the first tail wing and the second tail wing overlaps at least partially with the blade disc of the first rotor assembly in the height direction.

62. An aircraft, characterized in that, including: Fuselage; A rotor mechanism configured to at least provide lift for the aircraft. The rotor mechanism includes a first rotor assembly and a carrier for supporting the first rotor assembly. The first rotor assembly is located at the rearmost of the fuselage compared to other rotor assemblies; and A tail wing mechanism including a first tail wing and a second tail wing. The first tail wing is configured to play a stabilizing role at least in a first direction when the aircraft is flying, and the second tail wing is configured to play a stabilizing role at least in a second direction when the aircraft is flying. The first direction is different from the second direction; and A main wing connected to the fuselage for providing lift; Wherein, the tail wing mechanism forms a closed structure with the fuselage, the main wing and the carrier.

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