Aircraft and aircraft control method

Abstract

An aircraft and an aircraft control method. The aircraft comprises: a fuselage (100), a frame (200), front propellers (300) and rear propellers (400), wherein the frame (200) tilts relative to the fuselage (100) about a pitch axis (001), with a tilt angle being adjustable; and the front propellers (300) and the rear propellers (400) are spaced apart along a longitudinal axis (002), and at least one of the front propellers (300) and the rear propellers (400) tilts relative to the fuselage (100) about an axis parallel to the pitch axis (001), with a tilt angle being adjustable. The frame (200) can tilt relative to the fuselage (100) about the pitch axis (001), thereby preventing the fuselage (100) from tilting and improving the stability of the aircraft. In addition, the tilted frame (200) can enable the front propellers (300) and the rear propellers (400) that are tilted to a horizontal state to be offset in a horizontal direction, thereby reducing aerodynamic interference of the front propellers (300), the rear propellers (400) and the fuselage (100), and ensuring the propulsion efficiency of the aircraft.

Description

Aircraft and Aircraft Control Methods

[0001] Cross-references to related applications

[0002] This disclosure claims priority to Chinese Patent Application No. 202411042480.8, filed on July 31, 2024, entitled "Aircraft and Aircraft Control Method"; the entire contents of which are incorporated herein by reference. Technical Field

[0003] This disclosure relates to the field of aircraft technology, and in particular to an aircraft and an aircraft control method. Background Technology

[0004] When a multi-rotor aircraft flies forward or backward, the front and rear rotors need to create a height difference, which causes the entire aircraft to tilt. This results in technical problems such as increased frontal area, high drag, and poor passenger comfort. Furthermore, the propellers can be arranged horizontally or nearly horizontally to generate lateral thrust, thus propelling the aircraft forward or backward. However, the airflow generated by the propellers located at the front and rear can cause interference, affecting the aircraft's flight stability and propulsion efficiency.

[0005] Public content

[0006] The purpose of this disclosure is to provide an aircraft and an aircraft control method to alleviate the technical problems of airflow interference between the front and rear thrusters and poor aircraft stability.

[0007] In a first aspect, the aircraft disclosed herein includes: a fuselage, a frame, a front thruster, and a rear thruster; the frame is tilted relative to the fuselage about a pitch axis and the tilt angle is adjustable; the front thruster and the rear thruster are spaced apart along a longitudinal axis, and at least one of the front thruster and the rear thruster is tilted relative to the fuselage about an axis parallel to the pitch axis and the tilt angle is adjustable.

[0008] Optionally, the frame includes: a first support rod, a second support rod, a front transverse shaft, and a rear transverse shaft; the first support rod and the second support rod are respectively connected to the fuselage, and the fuselage is located between the front transverse shaft and the rear transverse shaft; the front transverse shaft is connected between the first support rod and the second support rod, and the front thruster tilts around the front transverse shaft with an adjustable tilt angle; the rear transverse shaft is connected between the first support rod and the second support rod, and the rear thruster tilts around the rear transverse shaft with an adjustable tilt angle.

[0009] Optionally, the front transverse axle includes: a front axle body, a first side axle section, and a second side axle section; the front axle body is connected between the first side axle section and the second side axle section, and the first side axle section and the second side axle section are respectively telescopic or folded relative to the front axle body; at least one front thruster is installed on the front axle body, the first side axle section, and the second side axle section.

[0010] Optionally, the rear transverse axle includes: a rear axle body, a third side axle section, and a fourth side axle section; the rear axle body is connected between the third side axle section and the fourth side axle section, and the third side axle section and the fourth side axle section are respectively telescopic or folded relative to the rear axle body; at least one rear thruster is installed on the rear axle body, the third side axle section, and the fourth side axle section.

[0011] Optionally, the first support rod and the second support rod are respectively connected to the main horizontal axis, which is located between the front horizontal axis and the rear horizontal axis, and a central thruster is installed on the main horizontal axis.

[0012] Optionally, the central thruster is equipped with deflectors.

[0013] Optionally, the main horizontal axis and the pitch axis are set coaxially, and the central thruster tilts around the pitch axis with an adjustable tilt angle.

[0014] Optionally, the first support rod includes: a first front longitudinal rod, a first middle longitudinal rod, and a first rear longitudinal rod, which are connected in sequence; the second support rod includes: a second front longitudinal rod, a second middle longitudinal rod, and a second rear longitudinal rod, which are connected in sequence; the first middle longitudinal rod and the second middle longitudinal rod are respectively connected to the fuselage; a front thruster is connected between the first front longitudinal rod and the second front longitudinal rod; and a rear thruster is connected between the first rear longitudinal rod and the second rear longitudinal rod.

[0015] The planes containing the first and second front longitudinal rods form an angle with respect to the planes containing the first and second middle longitudinal rods on a projection plane perpendicular to the pitch axis; the planes containing the first and second rear longitudinal rods also form an angle with respect to the planes containing the first and second middle longitudinal rods on a projection plane perpendicular to the pitch axis; or, the first front longitudinal rod tilts relative to the first middle longitudinal rod about an axis parallel to the front transverse axis, and the tilt angle is adjustable; the first rear longitudinal rod tilts relative to the first middle longitudinal rod about an axis parallel to the rear transverse axis, and the tilt angle is adjustable; the second front longitudinal rod tilts relative to the second middle longitudinal rod about an axis parallel to the front transverse axis, and the tilt angle is adjustable; the second rear longitudinal rod tilts relative to the second middle longitudinal rod about an axis parallel to the rear transverse axis, and the tilt angle is adjustable.

[0016] Optionally, the front sections of the first support rod and the second support rod are respectively equipped with front thrusters, and the rear sections of the first support rod and the second support rod are respectively equipped with rear thrusters.

[0017] Optionally, the fuselage and frame can be detachably connected.

[0018] Optionally, the fuselage and / or frame are connected to paragliders.

[0019] Optionally, an airbag may be installed under the fuselage and / or frame.

[0020] Optionally, a support structure is installed under the fuselage and / or frame.

[0021] Optionally, multiple front thrusters are provided, and the multiple front thrusters are spaced apart and connected to the frame;

[0022] At least one of the front thrusters tilts relative to the frame about an axis parallel to the pitch axis, and the tilt angle is adjustable.

[0023] Optionally, multiple rear thrusters are provided, and the multiple rear thrusters are spaced apart and connected to the frame;

[0024] At least one of the rear thrusters tilts relative to the frame about an axis parallel to the pitch axis, and the tilt angle is adjustable.

[0025] Optionally, one of the front thrusters and the other of the rear thrusters may be provided with one, and the other with two;

[0026] The front and rear thrusters tilt relative to the frame about axes parallel to the pitch axis, and the tilt angle is adjustable.

[0027] On the projection plane pointing from front to back, one of the front thrusters and the rear thruster is positioned between the other two.

[0028] Optionally, at least one of the front thruster and the rear thruster may employ at least two enclosed peripheral thrusters;

[0029] In either the front thruster or the rear thruster, the projections of at least two of the enclosed peripheral thrusters in the vertical direction are symmetrical with respect to the longitudinal axis reference line of the aircraft, and the at least two of the enclosed peripheral thrusters are staggered in the axial direction of the propeller.

[0030] Optionally, the aircraft has a propulsion configuration;

[0031] In the propulsion state, the frame tilts relative to the fuselage about the pitch axis so that the height of the front thruster is lower than that of the rear thruster; on the projection plane perpendicular to the longitudinal axis, at least one front thruster is located below the fuselage so that the propulsion airflow of the front thruster flows under the fuselage.

[0032] Optionally, the front thruster and / or rear thruster are equipped with deflectors.

[0033] Secondly, the aircraft control method provided in this disclosure is used for the aircraft described in the first aspect, and includes the following steps: adjusting at least one of the front thruster and the rear thruster to be arranged in a vertical direction to drive the aircraft to rise and fall; adjusting at least one of the front thruster and the rear thruster to tilt relative to the fuselage about an axis parallel to the pitch axis so that the thrust direction has an angle with the vertical line to generate horizontal thrust.

[0034] Optionally, the aircraft control method further includes the following steps: controlling the front and rear thrusters to generate a thrust difference and adjusting the frame to tilt relative to the fuselage about the pitch axis; and the front and rear thrusters, which have horizontal thrust, are misaligned in the horizontal direction.

[0035] Optionally, the aircraft control method further includes the following steps: adjusting the frame to tilt relative to the fuselage about the pitch axis so that the altitude position of the front thruster is lower than that of the rear thruster.

[0036] The embodiments disclosed herein offer the following advantages: By employing a frame rotatably connected to the fuselage about the pitch axis, with the front and rear thrusters spaced apart along the longitudinal axis, and at least one of the front and rear thrusters tilting relative to the fuselage about an axis parallel to the pitch axis, the frame can tilt relative to the fuselage about the pitch axis, thereby preventing fuselage swaying and improving aircraft stability. Furthermore, the tilting frame allows the front and rear thrusters, when tilted to a horizontal position, to be horizontally misaligned, thus avoiding interference between the front and rear thrusters and ensuring the aircraft's propulsion efficiency.

[0037] To make the above-mentioned objects, features and advantages of this disclosure more apparent and understandable, preferred embodiments are described below in detail with reference to the accompanying drawings. Attached Figure Description

[0038] To more clearly illustrate the technical solutions in the specific embodiments or related technologies of this disclosure, the accompanying drawings used in the description of the specific embodiments or related technologies will be briefly introduced below. Obviously, the accompanying drawings described below are some embodiments of this disclosure. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0039] Figure 1 is a top view of a first type of six-thrust aircraft provided in an embodiment of this disclosure; Figure 2 is a top view of a first type of four-thrust aircraft provided in an embodiment of this disclosure; Figure 3 is a top view of a first type of eight-thrust aircraft provided in an embodiment of this disclosure; Figure 4 is a top view of a first type of eight-thrust aircraft with a central thruster provided in an embodiment of this disclosure; Figure 5 is a schematic diagram of an aircraft with a central thruster in a vertical takeoff and landing state provided in an embodiment of this disclosure; Figure 6 is a schematic diagram of an aircraft with a central thruster in a level flight state provided in an embodiment of this disclosure; Figure 7 is a schematic diagram of the attitude change of an aircraft with a central thruster provided in an embodiment of this disclosure; Figure 8 is a schematic diagram of the attitude change of an aircraft with a central thruster provided in an embodiment of this disclosure. Intent 2; Figure 9 is a top view of a six-thruster aircraft with wings provided in an embodiment of this disclosure; Figure 10 is a top view of a two-thruster aircraft with wings provided in an embodiment of this disclosure; Figure 11 is a top view of a four-thruster aircraft with four wings provided in an embodiment of this disclosure; Figure 12 is a top view of a four-thruster aircraft with two wings provided in an embodiment of this disclosure; Figure 13 is a schematic diagram of the emergency attitude of the aircraft provided in an embodiment of this disclosure when the thrusters are damaged; Figure 14 is a schematic diagram of an aircraft with a parachute provided in an embodiment of this disclosure; Figure 15 is a top view of an aircraft with wings attached to its back provided in an embodiment of this disclosure; Figure 16 is a schematic diagram of an aircraft with wings attached to its back provided in an embodiment of this disclosure; Figure 17 is an embodiment of this disclosure. Figure 18 is a schematic diagram of an aircraft with an airbag installed at the bottom; Figure 19 is a schematic diagram of an aircraft provided in the present disclosure in its underwater forward state; Figure 20 is a top view of an aircraft with twelve thrusters provided in the present disclosure; Figure 21 is a side view of an aircraft with twelve thrusters provided in the present disclosure; Figure 22 is a top view of an aircraft with eight thrusters provided in the present disclosure; Figure 23 is a top view of a second type of aircraft with six thrusters provided in the present disclosure; Figure 24 is a top view of a third type of aircraft with six thrusters provided in the present disclosure; Figure 25 is a top view of an aircraft with eleven thrusters provided in the present disclosure; Figure 2 Figure 6 is a schematic diagram of an eleven-thrust aircraft provided in this embodiment of the present disclosure in level flight; Figure 27 is a top view of a four-thrust aircraft with a central thruster provided in this embodiment of the present disclosure; Figure 28 is a schematic diagram of a four-thrust aircraft provided in this embodiment of the present disclosure in level flight; Figure 29 is a top view of a fourteen-thrust aircraft provided in this embodiment of the present disclosure; Figure 30 is a top view of a four-thrust aircraft without a central thruster provided in this embodiment of the present disclosure; Figure 31 is a top view of a second type of eight-thrust aircraft with a central thruster provided in this embodiment of the present disclosure; Figure 32 is a top view of an aircraft with a foldable support rod provided in this embodiment of the present disclosure; Figure 33 is a schematic diagram of an aircraft with a foldable support rod provided in this embodiment of the present disclosure.Figure 34 is a top view of an aircraft with its support rod folded to form a fixed angle, according to an embodiment of this disclosure; Figure 35 is a top view of an aircraft with guide vanes, according to an embodiment of this disclosure; Figure 36 is a top view of a second type of four-thrust aircraft, according to an embodiment of this disclosure; Figure 37 is a top view of a second type of eight-thrust aircraft, according to an embodiment of this disclosure; Figure 38 is a top view of a twenty-thrust aircraft, according to an embodiment of this disclosure; Figure 39 is a schematic diagram of a tethered aircraft, according to an embodiment of this disclosure; Figure 40 is a top view of a third type of eight-thrust aircraft, according to an embodiment of this disclosure; Figure 41 is a schematic diagram of an aircraft with its support rod folded, according to an embodiment of this disclosure; Figure 4 Figure 2 is a top view of a first type of foldable support rod eight-thrust aircraft provided in this disclosure embodiment; Figure 43 is a top view of a second type of foldable support rod eight-thrust aircraft provided in this disclosure embodiment; Figure 44 is a top view of a transverse axis foldable aircraft provided in this disclosure embodiment; Figure 45 is a schematic diagram of an aircraft with its frame positioned above the fuselage provided in this disclosure embodiment; Figure 46 is a top view of a biplane, four-thrust aircraft provided in this disclosure embodiment; Figure 47 is a top view of a quadplane, biplane, four-thrust aircraft provided in this disclosure embodiment; Figure 48 is a top view of a triplane, triplane, three-thrust aircraft provided in this disclosure embodiment; Figure 49 is a quadplane, fourplane, three-thrust aircraft provided in this disclosure embodiment. Figure 50 is a top view of a four-winged, multi-thruster aircraft in takeoff and landing mode, according to an embodiment of this disclosure; Figure 51 is a top view of a four-winged, multi-thruster aircraft in takeoff and landing mode, according to an embodiment of this disclosure; Figure 52 is a top view of a four-winged, multi-thruster aircraft in level flight mode, according to an embodiment of this disclosure; Figure 53 is a front view of a four-winged, multi-thruster aircraft in level flight mode, according to an embodiment of this disclosure; Figure 54 is a schematic diagram of an aircraft with a tail fin, according to an embodiment of this disclosure; Figure 55 is a top view of a first type of three-thruster aircraft, according to an embodiment of this disclosure; Figure 56 is a top view of... Figure 57 is a top view of a second type of three-thrust aircraft provided in the embodiments of this disclosure; Figure 58 is a top view of a six-thrust aircraft in a folded state provided in the embodiments of this disclosure; Figure 59 is a top view of another type of six-thrust aircraft provided in the embodiments of this disclosure; Figure 60 is a schematic diagram of the aircraft provided in the embodiments of this disclosure before takeoff; Figure 61 is a schematic diagram of the aircraft provided in the embodiments of this disclosure in the initial stage of takeoff; Figure 62 is a schematic diagram of the aircraft provided in the embodiments of this disclosure in the middle stage of takeoff; Figure 63 is a schematic diagram of the aircraft provided in the embodiments of this disclosure in the forward phase after takeoff.

[0040] Icons: 001 - Pitch axis; 002 - Longitudinal axis; 100 - Fuselage; 200 - Frame; 201 - Tether rope; 202 - Tail fin; 210 - First support rod; 211 - First front longitudinal rod; 212 - First middle longitudinal rod; 213 - First rear longitudinal rod; 220 - Second support rod; 221 - Second front longitudinal rod; 222 - Second middle longitudinal rod; 223 - Second rear longitudinal rod; 230 - Front transverse axis; 231 - Front axle body ; 232-First side shaft section; 233-Second side shaft section; 240-Rear transverse shaft; 241-Rear shaft main body; 242-Third side shaft section; 243-Fourth side shaft section; 250-Main transverse shaft; 300-Front thruster; 310-Front side thruster; 400-Rear thruster; 410-Rear side thruster; 500-Center thruster; 600-Wing; 700-Airbag; 800-Support component; 900-Guide vane. Detailed Implementation

[0041] The technical solutions of this disclosure will now be clearly and completely described with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of this disclosure. Based on the embodiments of this disclosure, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this disclosure.

[0042] In the description of this disclosure, it should be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicating orientation or positional relationships based on the orientation or positional relationships shown in the accompanying drawings, are only for the convenience of describing this disclosure and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this disclosure. Furthermore, the terms "first," "second," and "third" are only configured to describe differences in name and should not be construed as indicating or implying relative importance. Physical quantities in formulas, unless otherwise specified, should be understood as basic quantities in the International System of Units (SI), or derived quantities derived from basic quantities through mathematical operations such as multiplication, division, differentiation, or integration.

[0043] In the description of this disclosure, it should be noted that, unless otherwise expressly specified and limited, the terms "installation," "connection," and "linkage" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection between two components. Those skilled in the art can understand the specific meaning of the above terms in this disclosure based on the specific circumstances.

[0044] As shown in Figures 1 to 57, the aircraft provided in this embodiment includes: a fuselage 100, a frame 200, a front thruster 300, and a rear thruster 400; the frame 200 tilts relative to the fuselage 100 about a pitch axis 001, and the tilt angle is adjustable; the front thruster 300 and the rear thruster 400 are spaced apart along the longitudinal axis 002, and at least one of the front thruster 300 and the rear thruster 400 tilts relative to the fuselage 100 about an axis parallel to the pitch axis 001, and the tilt angle is adjustable.

[0045] When both the front thruster 300 and the rear thruster 400 are tilted to a vertical orientation, both can generate lift to enable the aircraft to take off as a whole. Furthermore, the difference in lift and position between the front thruster 300 and the rear thruster 400 only causes the frame 200 to tilt relative to the fuselage 100 about the pitch axis 001; the balance of the fuselage 100 is not affected by the flight state, thus improving passenger comfort within the fuselage 100. When the front thruster 300 and the rear thruster 400 are tilted to a horizontal position, the frame 200 can maintain a certain angle with the horizontal plane. This causes the front thruster 300 and the rear thruster 400 to be horizontally misaligned (see Figure 6), thereby avoiding airflow interference and generating greater lift above and below the fuselage, ensuring the aircraft's propulsion efficiency.

[0046] It should be noted that the fuselage 100 can freely tilt relative to the frame 200 around the pitch axis 001 or be driven by a servo motor. Locking devices such as brakes can also be added to lock its tilt angle. Similarly, the front thruster 300 and rear thruster 400 can oscillate relative to the frame 200 around an axis parallel to the pitch axis 001, which can also be driven by an electric motor via a reducer; or, a telescopic hydraulic cylinder can be used to drive the front thruster 300 and rear thruster 400 around their respective tilt axes via a connecting rod. Furthermore, during tilt adjustment, the worm gear can be used as the driving element, driving the worm wheel to rotate. The fuselage 100, front thruster 300, and rear thruster 400 are respectively driven by the worm wheels rotatably mounted on the frame 200, thus achieving tilt. Therefore, when tilted to a specific angle, the worm gear stops, and the worm wheel is locked by the worm gear, ensuring that the fuselage 100, front thruster 300, and rear thruster 400 remain at a specific angle relative to the frame 200.

[0047] In an optional embodiment, the tilting of the fuselage 100 relative to the frame 200 about the pitch axis 001 can be powered by an electric motor, or the fuselage 100 can be leveled by adjusting the position of its center of gravity to move it back and forth relative to the pitch axis 001. The propulsion unit can be configured as an open propulsion unit such as a rotor or propeller, or it can be configured as a ducted fan, a shielded propeller, a rotor, or a turbofan engine.

[0048] As shown in Figures 1 and 2, in this embodiment of the present disclosure, the frame 200 includes: a first support rod 210, a second support rod 220, a front transverse shaft 230, and a rear transverse shaft 240; the first support rod 210 and the second support rod 220 are respectively connected to the fuselage 100, and the fuselage 100 is located between the front transverse shaft 230 and the rear transverse shaft 240; the front transverse shaft 230 is connected between the first support rod 210 and the second support rod 220, and the front thruster 300 tilts around the front transverse shaft 230 with an adjustable tilt angle; the rear transverse shaft 240 is connected between the first support rod 210 and the second support rod 220, and the rear thruster 400 tilts around the rear transverse shaft 240 with an adjustable tilt angle. The first support rod 210, the second support rod 220, the front transverse shaft 230, and the rear transverse shaft 240 together form a rectangular frame, the front thruster 300 is mounted on the front transverse shaft 230, and the rear thruster 400 is mounted on the rear transverse shaft 240.

[0049] As shown in Figure 44, the front transverse axle 230 includes: a front axle body 231, a first side axle segment 232, and a second side axle segment 233; the front axle body 231 is connected between the first side axle segment 232 and the second side axle segment 233, and the first side axle segment 232 and the second side axle segment 233 are respectively telescopic or folded relative to the front axle body 231; at least one front thruster 300 is installed on the front axle body 231, the first side axle segment 232, and the second side axle segment 233. The rear transverse axle 240 includes: a rear axle body 241, a third side axle segment 242, and a fourth side axle segment 243; the rear axle body 241 is connected between the third side axle segment 242 and the fourth side axle segment 243, and the third side axle segment 242 and the fourth side axle segment 243 are respectively telescopic or folded relative to the rear axle body 241; at least one rear thruster 400 is installed on the rear axle body 241, the third side axle segment 242, and the fourth side axle segment 243. The first side shaft segment 232, the second side shaft segment 233, the third side shaft segment 242 and the fourth side shaft segment 243 can be extended or folded respectively, thereby reducing the width of the aircraft.

[0050] In an optional embodiment, based on the posture shown in FIG44, the first side shaft segment 232 and the second side shaft segment 233 can be folded up or down by 90 degrees relative to the front axle body 231 and then locked, and the third side shaft segment 242 and the fourth side shaft segment 243 can be folded up or down by 90 degrees relative to the rear axle body 241 and then locked, thereby forming the state shown in FIG58.

[0051] In an optional embodiment, the first side shaft segment 232 and the second side shaft segment 233 extend and retract relative to the front axle body 231, respectively, and the third side shaft segment 242 and the fourth side shaft segment 243 extend and retract relative to the rear axle body 241, forming the shape shown in FIG1 in the retracted state.

[0052] As shown in Figures 1, 4, 5, 7, 8, 20, 21, 27, 29, 31, and 38, the first support rod 210 and the second support rod 220 are respectively connected to the main transverse shaft 250. The main transverse shaft 250 is located between the front transverse shaft 230 and the rear transverse shaft 240, and a central thruster 500 is installed on the main transverse shaft 250. The central thruster 500 is equipped with guide vanes, which guide the airflow direction below the central thruster 500, thereby controlling the direction of its propulsive force.

[0053] In an optional embodiment, the middle thruster 500 can tilt around the main horizontal axis 250 and the tilt angle is adjustable. Furthermore, the front thruster 300, the rear thruster 400 and the middle thruster 500 can each be driven to tilt by a tilting drive mechanism to generate any angle with the horizontal plane. Alternatively, the front thruster 300, the rear thruster 400 and the middle thruster 500 can be driven to tilt synchronously by a tilting drive mechanism.

[0054] In addition, the central thruster 500 can be replaced with an additional fuselage, and the additional fuselages on both sides of the frame 200 can be tilted around the main transverse axis 250, with the tilt angle adjustable. The additional fuselage can be equipped with a cargo hold or an energy hold.

[0055] Referring to Figures 36 and 37, in another alternative embodiment, the central thruster 500 is fixedly connected to the frame 200, and the front thrusters 300 and rear thrusters 400 can be tilted to change the thrust direction, with the thrust of the central thruster 500 always downward. Additionally, the frame 200 can tilt relative to the fuselage 100, thereby maintaining the fuselage 100 in a balanced state and ensuring passenger comfort.

[0056] Furthermore, the main transverse axis 250 is coaxially arranged with the pitch axis 001, and the central thruster 500 is rotatably mounted on the main transverse axis 250 around the axis of the pitch axis 001. The main transverse axis 250 can be segmented and arranged on both sides of the fuselage 100, or it can extend through the fuselage 100. Additionally, the main transverse axis 250 can be folded or extended, thereby reducing the space occupied by the aircraft when parked or traveling on roads.

[0057] As shown in Figures 33, 34, 40, 41, 42, and 43, the first support rod 210 includes a first front longitudinal rod 211, a first middle longitudinal rod 212, and a first rear longitudinal rod 213, which are connected in sequence. The second support rod 220 includes a second front longitudinal rod 221, a second middle longitudinal rod 222, and a second rear longitudinal rod 223, which are connected in sequence. The first middle longitudinal rod 212 and the second middle longitudinal rod 222 are respectively connected to the fuselage 100. A front thruster 300 is connected between the first front longitudinal rod 211 and the second front longitudinal rod 221, and a rear thruster 400 is connected between the first rear longitudinal rod 213 and the second rear longitudinal rod 223.

[0058] In an optional embodiment, the plane containing the first front longitudinal strut 211 and the second front longitudinal strut 221 has a first included angle relative to the plane containing the first middle longitudinal strut 212 and the second middle longitudinal strut 222 on a projection plane perpendicular to the pitch axis 001, and the plane containing the first rear longitudinal strut 213 and the second rear longitudinal strut 223 has a second included angle relative to the plane containing the first middle longitudinal strut 212 and the second middle longitudinal strut 222 on a projection plane perpendicular to the pitch axis 001, with a difference between the first included angle and the second included angle; when the aircraft takes off, the first front longitudinal strut 211, the first rear longitudinal strut 213, the second front longitudinal strut 221 and the second rear longitudinal strut 223 all tend to extend in a horizontal direction. At this time, the fuselage 100 is close to a horizontal state, and there is a height difference between the positions of the front thruster 300 and the rear thruster 400. When both the front thruster 300 and the rear thruster 400 are configured to generate upward lift, a better aerodynamic distribution effect can be obtained. In addition, preferably, one of the planes containing the first front longitudinal rod 211 and the second front longitudinal rod 221, and the planes containing the first rear longitudinal rod 213 and the second rear longitudinal rod 223, is inclined downward from front to back, and the other is inclined upward from front to back, so that when the front thruster 300 and the rear thruster 400 both propel the aircraft in the horizontal direction, the airflow of the front thruster 300 and the rear thruster 400 will not interfere with each other.

[0059] In an optional embodiment, the first front longitudinal rod 211 tilts relative to the first middle longitudinal rod 212 about an axis parallel to the front transverse axis 230, and the tilt angle is adjustable; the first rear longitudinal rod 213 tilts relative to the first middle longitudinal rod 212 about an axis parallel to the rear transverse axis 240, and the tilt angle is adjustable; the second front longitudinal rod 221 tilts relative to the second middle longitudinal rod 222 about an axis parallel to the front transverse axis 230, and the tilt angle is adjustable; the second rear longitudinal rod 223 tilts relative to the second middle longitudinal rod 222 about an axis parallel to the rear transverse axis 240, and the tilt angle is adjustable. The first front longitudinal rod 211 is parallel to the second front longitudinal rod 221, and the first rear longitudinal rod 213 is parallel to the second rear longitudinal rod 223. The first front longitudinal rod 211 and the first rear longitudinal rod 213 can be tilted to a vertical state or an inclined state relative to the horizontal plane, thereby changing the direction of the propulsion force and adjusting the flight attitude of the aircraft.

[0060] As shown in Figures 9, 10, 11, 12, 14, 15, 16, 47, 48, 50, 51, 52, 53, and 54, a parachute 600 is connected to the fuselage 100 or the frame 200, or both the fuselage 100 and the frame 200 are connected to the parachute 600. The parachute 600 includes at least one of a parachute, a wing, or a glider. The parachute, wing, and glider can all be connected to the fuselage 100. In optional embodiments, wings can also be mounted on the front transverse axis 230, the main transverse axis 250, and the rear transverse axis 240, respectively.

[0061] As shown in Figure 17, an airbag 700 is installed under the fuselage 100 or the frame 200, or the airbag 700 is connected to the bottom of the fuselage 100 and the frame 200. Preferably, the airbag 700 can be fixed by a detachable connection, which can modify the aircraft into a hovercraft, fan boat, ground effect vehicle or hydrofoil, etc., as a water and land transportation vehicle.

[0062] As shown in Figures 7, 8, 14, 16, and 19, a support member 800 is installed below the fuselage 100 and the frame 200, or the support member 800 is installed at the bottom of either the fuselage 100 or the frame 200. The support member 800 can be configured as a landing gear or wheel leg structure, and the landing gear can also be configured as a foldable structure to adjust the support height and to retract or extend the support member 800 as needed.

[0063] As shown in Figures 1, 2, 3, 4 and 5, during takeoff, the front thruster 300, the rear thruster 400 and the middle thruster 500 are all arranged in the vertical direction. At this time, all the power is configured to provide lift for the aircraft, thereby realizing the vertical takeoff and landing of the aircraft.

[0064] Referring to Figures 6 and 18, when the aircraft with the central thruster is in level flight, the front thruster 300, the rear thruster 400 and the central thruster 500 are all tilted to a horizontal position. The propulsive force of the front thruster 300, the rear thruster 400 and the central thruster 500 is directed backward or forward in unison, thereby driving the aircraft to fly forward or backward at full speed.

[0065] In addition, the aircraft attitude shown in Figure 18 can be configured for underwater navigation. When moving forward, the fuselage 100 generates downward potential and can change the direction of propulsion by tilting at least one of the front thruster 300, the rear thruster 400 and the middle thruster 500, thereby achieving diving and surfacing.

[0066] Referring to Figures 7 and 8, when there is a difference in lift between the front thruster 300 and the rear thruster 400, the frame 200 can tilt 360° relative to the fuselage 100. This allows the frame 200 to maintain stable flight at any angle relative to the fuselage 100. The front end of the frame 200 can be raised or lowered, allowing for parking or takeoff and landing on slopes. Referring to Figure 13, if either the front thruster 300 or the rear thruster 400 malfunctions, the malfunctioning thruster tilts upwards along with the frame 200, applying vertical thrust downwards, thus ensuring a smooth landing for the aircraft.

[0067] Referring to Figure 9, a parachute 600 is installed on the inner side of any one of the front thruster 300, the rear thruster 400, and the middle thruster 500, and the parachute 600 can tilt with any one of the front thruster 300, the rear thruster 400, and the middle thruster 500.

[0068] As shown in Figure 10, paragliders 600 are installed on both sides of the frame 200, and a front thruster 300 is installed at the front end of the frame 200 and a rear thruster 400 is installed at the rear end of the frame 200, which enables the aircraft to fly both quickly and economically.

[0069] Referring to Figure 11, paragliders 600 are installed at the four corners of the frame 200, and the front thruster 300, rear thruster 400, and middle thruster 500 are installed between two adjacent paragliders 600. Referring to Figures 1 and 12, paragliders 600 can be installed at both ends of the pitch axis 001, thus forming a four-thrust aircraft with two paragliders 600.

[0070] As shown in Figures 20, 21 and 22, at least two of the front thruster 300, the rear thruster 400 and the middle thruster 500 are provided. Any two adjacent thrusters in the front-to-back direction are staggered to avoid airflow interference between multiple thrusters.

[0071] As shown in Figures 23 and 24, the front thruster 300 and the rear thruster 400 located in front of and behind the fuselage 100 are configured as thrusters with a larger radial dimension, while the remaining front thrusters 300 and the rear thrusters 400 are configured as thrusters with a smaller radial dimension.

[0072] As shown in Figures 25 and 26, five front thrusters 300 and six rear thrusters 400 are provided. At least two front thrusters 300 can be installed on the same longitudinal rod and the longitudinal rod is installed at the front end of the frame 200. Similarly, at least two rear thrusters 400 can be installed on the same longitudinal rod and the longitudinal rod is installed at the rear end of the frame 200.

[0073] As shown in Figures 27 and 28, the front thruster 300 and the rear thruster 400 are both located in the middle of the transverse direction of the frame 200. The middle thruster 500 is installed at both ends of the main transverse axis 250. When the frame 200 has an angle relative to the horizontal plane, the front thruster 300, the rear thruster 400 and the middle thruster 500 are misaligned along the flight direction to avoid mutual interference of airflow.

[0074] As shown in Figures 29, 30, 31, 32, and 38, the frame 200 is a rectangular grid frame formed by connecting multiple horizontal and vertical axes. As shown in Figure 34, the first support rod 210 and the second support rod 220 can cross and connect to form an X-shaped structure. A seat is placed in the middle of the X-shaped structure to improve the comfort of the seating area.

[0075] As shown in Figure 35, the front thruster 300 and the rear thruster 400 can be equipped with guide vanes 900 to guide the airflow at the tail of the thrusters.

[0076] As shown in Figure 39, a tether rope 201 is connected to the lower part of the fuselage 100 or the frame 200, thus forming a tethered aircraft.

[0077] As shown in Figure 45, in the main view, the frame 200 can be configured as a T-shaped frame, and the front thruster 300 and the rear thruster 400 can be mounted higher than the fuselage 100, or the fuselage 100 can be positioned above the mounting positions of the front thruster 300 and the rear thruster 400.

[0078] As shown in Figures 49, 50, 51, and 52, the parachute 600 is configured as a wing that can tilt synchronously with the front thruster 300 and the rear thruster 400. In vertical takeoff and landing, the parachute 600, the front thruster 300, and the rear thruster 400 tilt to a vertical position, at which point the drag experienced by the wing during takeoff and landing is relatively small. In level flight, the parachute 600, the front thruster 300, and the rear thruster 400 tilt to a horizontal position, at which point both fast and economical flight can be achieved.

[0079] As shown in Figure 54, a tail fin 202 is installed at the tail of the frame 200 to improve the stability of the aircraft.

[0080] As shown in Figures 1, 2, 3, and 4, multiple front thrusters 300 are provided, spaced apart and connected to the frame 200; at least one front thruster 300 tilts relative to the frame 200 about an axis parallel to the pitch axis 001, and the tilt angle is adjustable. In this embodiment, all of the multiple front thrusters 300 can tilt relative to the frame 200 about an axis parallel to the pitch axis 001 and can be locked at any tilt angle; or, at least one of the multiple front thrusters 300 is fixed, while the remaining front thrusters 300 can tilt relative to the frame 200 about an axis parallel to the pitch axis 001.

[0081] Furthermore, multiple rear thrusters 400 are provided, and the multiple rear thrusters 400 are spaced apart and connected to the frame 200; at least one rear thruster 400 tilts relative to the frame 200 about an axis parallel to the pitch axis 001, and the tilt angle is adjustable. Each of the multiple rear thrusters 400 can tilt relative to the frame 200 about an axis parallel to the pitch axis 001 and can be locked at any tilt angle; or, at least one of the multiple rear thrusters 400 is fixed relative to the frame 200, while the remaining rear thrusters 400 can tilt relative to the frame 200 about an axis parallel to the pitch axis 001.

[0082] As shown in Figures 48, 55, and 56, one of the front thrusters 300 and two of the rear thrusters 400 are provided; the front thrusters 300 and the rear thrusters 400 are tilted relative to the frame 200 about axes parallel to the pitch axis 001, and the tilt angle is adjustable; on the projection plane pointing from front to rear, one of the front thrusters 300 and the rear thrusters 400 is located between the other two.

[0083] In an optional embodiment, referring to Figure 55, one front thruster 300 is provided and installed at the middle of the front end of the frame 200; two rear thrusters 400 are provided and installed at the rear end of the frame 200. The front thruster 300 and the two rear thrusters 400 are tilted relative to the frame 200 about axes parallel to the pitch axis 001, and the tilt angle is adjustable; on the projection plane from front to rear, the front thruster 300 is located between the two rear thrusters 400. In an optional embodiment, referring to Figure 56, one rear thruster 400 is provided and installed at the middle of the rear end of the frame 200; two front thrusters 300 are provided and installed on both sides of the front end of the frame 200; on the projection plane from front to rear, the rear thrusters 400 are located between the two front thrusters 300.

[0084] Alternatively, one of the front thruster 300 and the rear thruster 400 can be configured with greater power or a larger radial dimension, while the other two can be configured as low-power or small-sized thrusters.

[0085] As shown in Figure 57, at least one of the front thruster 300 and the rear thruster 400 employs at least two ducted fans; in either the front thruster 300 or the rear thruster 400, the vertical projections of at least two ducted fans are symmetrical with respect to the longitudinal axis 002 of the aircraft, and the at least two ducted fans are staggered along the axial direction of the propeller. This makes the structure more compact and robust, and facilitates operation on ground roads, avoiding excessively wide aircraft dimensions.

[0086] Furthermore, in the above embodiments, the guide vanes 900 shown in FIG. 35 can be installed on the front thruster 300 or the rear thruster 400; or, guide vanes 900 can be installed on the front thruster 300 and the rear thruster 400 respectively. A servo motor or hydraulic cylinder can be used to drive the guide vanes to swing through transmission, thereby adjusting the direction of the propulsive airflow. Simultaneously, the front thruster 300 and the rear thruster 400 can be controlled to rotate around an axis parallel to the pitch axis 001 to a specific angular position, thereby adjusting the thrust direction and changing the flight direction of the aircraft.

[0087] As shown in Figures 6, 21, and 41, in the propulsion state, the frame 200 tilts relative to the fuselage 100 (which can be a blended wing-body or a lifting body) around the pitch axis 001, so that the height of the front thruster 300 is lower than that of the rear thruster 400. On the projection plane perpendicular to the longitudinal axis 002, at least one front thruster 300 is located below the fuselage 100, so that the propulsive airflow of the front thruster 300 flows under the fuselage 100. On the one hand, the thrust of the front thruster 300 can drive the aircraft forward; on the other hand, the propulsive airflow generated by at least one front thruster 300 flowing under the fuselage 100 increases the air pressure under the fuselage 100 and generates lift. The rear thruster 400 can draw in the airflow above the fuselage 100, thereby accelerating the gas velocity above the fuselage 100 and increasing lift, resulting in higher flight speed and propulsion efficiency.

[0088] In an optional embodiment, as shown in Figure 5, the fuselage 100 and the frame 200 are detachably connected by means of snap-fit ​​connection, threaded connection, or electromagnetic adsorption. In the disassembled state, the fuselage 100 can be supported by wheeled landing gear connected to its bottom, while the frame 200 can be driven by the front thruster 300, the rear thruster 400, and the mid-mounted thruster 500 to achieve flight.

[0089] Furthermore, as shown in Figures 5, 6, 7, 8, and 18, the aircraft is also suitable for underwater environments, and the support member 800 can be removed or retracted during underwater use. The frame 200 can be tilted relative to the fuselage 100 from front to rear to create a height difference between the front thruster 300, rear thruster 400, and mid-mounted thruster 500. When moving underwater, the front thruster 300, rear thruster 400, and mid-mounted thruster 500 can be controlled to remain horizontal, and these three components jointly drive the aircraft forward underwater. When surfacing or diving, the front thruster 300, rear thruster 400, and mid-mounted thruster 500 can be controlled to remain vertical, and these components jointly drive the aircraft's ascent and descent in the water.

[0090] Referring to Figure 59, in an optional embodiment, a front thruster 310 can be installed at the front section of the first support rod 210 and the second support rod 220, respectively, and a rear thruster 410 can be installed at the rear section of the first support rod 210 and the second support rod 220, respectively. The pitch axis 001 is located between the front thruster 310 and the rear thruster 410, allowing the front thruster 310 and the rear thruster 410 to be symmetrically distributed with respect to the pitch axis 001. The front thruster 310 and the rear thruster 410 can tilt relative to the fuselage 100 along with the frame 200, and the front thruster 310 and the rear thruster 410 can also tilt relative to the frame 200, resulting in a more compact structure and improved flexibility in flight attitude control.

[0091] Referring to Figures 20, 38, and 59, at least one front thruster 300 and at least one rear thruster 400 are respectively installed on the first support rod 210 and the second support rod 220 of the frame 200. The front thruster 300 and the rear thruster 400 installed on the first support rod 210 and the second support rod 220 respectively can be tilted around an axis parallel to the longitudinal axis. Alternatively, both the first support rod 210 and the second support rod 220 are equipped with a front thruster 310 and a rear thruster 410, and both the front thruster 310 and the rear thruster 410 can be tilted around an axis parallel to the longitudinal axis, thereby generating lateral thrust.

[0092] As shown in Figures 1 to 63, the aircraft control method provided in this disclosure is used for the aircraft described in the above embodiments, and includes the following steps:

[0093] At least one of the front thruster 300 and the rear thruster 400 is arranged vertically to drive the aircraft to take off and ascend.

[0094] The forward thruster 300 and the rear thruster 400 are adjusted to tilt relative to the fuselage 100 about an axis parallel to the pitch axis 001 so that the thrust direction makes an angle with the vertical line to generate horizontal thrust.

[0095] In this embodiment, both the front thruster 300 and the rear thruster 400 are arranged vertically to drive the aircraft to take off and land vertically. Furthermore, when at least one of the front thruster 300 and the rear thruster 400 is tilted relative to the fuselage 100 about an axis parallel to the pitch axis 001 so that the thrust force forms an angle with the vertical, the aircraft can achieve a runway takeoff. When multiple front thrusters 300 and multiple rear thrusters 400 are used, some of the front thrusters 300 and rear thrusters 400 can be arranged vertically to ensure that the aircraft can take off, land, and hover; other parts of the front thrusters 300 and rear thrusters 400 can be tilted horizontally relative to the fuselage 100 about an axis parallel to the pitch axis 001, thereby enabling the aircraft to fly forward or backward. Additionally, the front thrusters 300 and rear thrusters 400 can generate thrust in a direction away from the wall or ground, thereby driving the aircraft to adhere to the wall or ground. When traveling on the ground, aerodynamics can be used to press the aircraft down onto the ground.

[0096] Furthermore, the aircraft control method also includes the following steps: controlling the front thruster 300 and the rear thruster 400 to generate a thrust difference, causing the frame 200 to tilt relative to the fuselage 100 about the pitch axis 001; and the front thruster 300 and the rear thruster 400, which have horizontal thrust, are misaligned in the horizontal direction, thereby avoiding airflow interference between the front thruster 300 and the rear thruster 400. It should be noted that the front thruster 300 and the rear thruster 400 can each tilt relative to the frame 200 about an axis parallel to the pitch axis 001, thereby changing the direction of their thrust, providing greater freedom for flight attitude control. Moreover, if one of the front thruster 300 or the rear thruster 400 fails, the undisturbed thruster can be tilted directly upwards along with the frame 200 to facilitate a safe landing in case of failure, providing better safety.

[0097] The aircraft control method also includes the following steps: adjusting the frame 200 to tilt relative to the fuselage 100 about the pitch axis 001, so that the height position of the front thruster 300 is lower than that of the rear thruster 400. The front thruster 300 and the rear thruster 400 together generate downward thrust, and during takeoff, due to the height difference between the front thruster 300 and the rear thruster 400, there is less mutual disturbance of the airflow below them, thus fully utilizing the thrust during takeoff. When the front thruster 300 and the rear thruster 400 tilt to generate horizontal thrust, the airflow from front to back is layered vertically and avoids the fuselage 100 (which can be a blended wing-body or a lifting body). The propulsive airflow of the front thruster 300 can be configured to form at the bottom of the fuselage 100 and increase lift, while the rear thruster 400 can draw in the airflow above the fuselage 100, thereby accelerating the airflow speed above the fuselage 100 and increasing lift. The aircraft has higher stability and can achieve higher flight speed and propulsion efficiency.

[0098] In the aircraft control method described in this embodiment, referring to FIG60, the aircraft is initially supported on the ground by a support member 800, with the fuselage 100 and frame 200 maintaining a horizontal attitude, and the forward thruster 300 and rear thruster 400 both in a vertical position. The fuselage 100 tilts relative to the frame 200 about the pitch axis 001, driven and locked by a main tilt mechanism. The forward thruster 300 tilts relative to the frame 200 about an axis parallel to the pitch axis 001, driven and locked by a forward tilt mechanism. The rear thruster 400 tilts relative to the frame 200 about an axis parallel to the pitch axis 001, driven and locked by a rear tilt mechanism. The main tilt mechanism, forward tilt mechanism, and rear tilt mechanism can all be implemented using electric motors via gear transmission or worm gear transmission, etc. Locking after tilting to a specific angle can be achieved by adding a brake or utilizing a transmission self-locking mechanism.

[0099] During takeoff, the forward thruster 300 and the rear thruster 400 are kept fixed relative to the frame 200, and the fuselage 100 is kept in a fixed attitude relative to the frame 200. The forward low and rear high takeoff attitude shown in Figure 61 is achieved through the thrust difference between the forward thruster 300 and the rear thruster 400. Referring to Figure 62, the main tilt mechanism drives the fuselage 100 to tilt relative to the frame 200 around the pitch axis 001 until the fuselage 100 is in a horizontal attitude. Referring to Figure 63, in the forward state, the forward tilt mechanism and the rear tilt mechanism are used to tilt the forward thruster 300 and the rear thruster 400 to a horizontal state respectively. The thrust of the forward thruster 300 and the rear thruster 400 both act backward, and the thrust airflow is just offset at the height position. The positions of the forward thruster 300, the fuselage 100 and the rear thruster 400 are just offset at the height, avoiding interference between the front and rear airflows and realizing full utilization of the thrust. The optimal attitude for forward flight is to have the front thruster 300, fuselage 100 and rear thruster 400 positioned exactly in the horizontal direction. At this position, the drag is small and the aerodynamic interference between the front thruster 300, fuselage 100 and rear thruster 400 is small, resulting in high drive efficiency and making it suitable for forward flight at maximum speed.

[0100] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this disclosure, and are not intended to limit them. Although this disclosure has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this disclosure. Industrial applicability

[0101] In summary, this disclosure provides an aircraft and an aircraft control method. The aircraft employs a frame rotatably connected to the fuselage about a pitch axis, with a front thruster and a rear thruster spaced apart along a longitudinal axis. At least one of the front and rear thrusters tilts relative to the fuselage about an axis parallel to the pitch axis. The frame can tilt relative to the fuselage about the pitch axis, thus preventing fuselage sway and improving aircraft stability. Furthermore, the tilting frame allows the front and rear thrusters, when tilted to a horizontal position, to be horizontally misaligned, thereby avoiding interference between the front and rear thrusters and ensuring the aircraft's propulsion efficiency.

Claims

1. An aircraft, characterized in that The utility model relates to a kind of unmanned aerial vehicle, including: Machine body (100), frame (200), front propeller (300) and rear propeller (400); The frame (200) is tilted relative to the machine body (100) around pitch axis (001), and the angle of inclination is adjustable; The front propeller (300) and the rear propeller (400) are spaced along longitudinal axis (002), and at least one of the front propeller (300) and the rear propeller (400) is tilted relative to the machine body (100) around axis parallel to the pitch axis (001), and the angle of inclination is adjustable.

2. The aircraft of claim 1, wherein, The frame (200) includes: first support rod (210), second support rod (220), front cross shaft (230) and rear cross shaft (240); The first support rod (210) and the second support rod (220) are respectively connected to the machine body (100) around the pitch axis (001), and the machine body (100) is located between the front cross shaft (230) and the rear cross shaft (240); The front cross shaft (230) is connected between the first support rod (210) and the second support rod (220), and the front propeller (300) is tilted around the front cross shaft (230), and the angle of inclination is adjustable; The rear cross shaft (240) is connected between the first support rod (210) and the second support rod (220), and the rear propeller (400) is tilted around the rear cross shaft (240), and the angle of inclination is adjustable.

3. The aircraft of claim 2, wherein, The front cross shaft (230) includes: front shaft body (231), first side shaft section (232) and second side shaft section (233); The front shaft body (231) is connected between the first side shaft section (232) and the second side shaft section (233), and the first side shaft section (232) and the second side shaft section (233) are respectively telescopic or folded relative to the front shaft body (231); The front shaft body (231), the first side shaft section (232) and the second side shaft section (233) are respectively provided with at least one front propeller (300).

4. The aircraft of claim 2 or 3, wherein, The rear cross shaft (240) includes: rear shaft body (241), third side shaft section (242) and fourth side shaft section (243); The rear shaft body (241) is connected between the third side shaft section (242) and the fourth side shaft section (243), and the third side shaft section (242) and the fourth side shaft section (243) are respectively telescopic or folded relative to the rear shaft body (241); The rear shaft body (241), the third side shaft section (242) and the fourth side shaft section (243) are respectively provided with at least one rear propeller (400).

5. The aircraft of any one of claims 2-4, wherein, The first support rod (210) and the second support rod (220) are respectively connected main cross shaft (250), the main cross shaft (250) is located between the front cross shaft (230) and the rear cross shaft (240), and the main cross shaft (250) is provided with middle propeller (500).

6. The aircraft of claim 5, wherein, The middle propeller (500) is provided with a guide vane.

7. The aircraft of claim 5 or 6, wherein, The main transverse shaft (250) is coaxial with the pitch axis (001), and the middle propeller (500) tilts around the main transverse shaft (250) and the tilting angle is adjustable.

8. The aircraft of any one of claims 2-7, wherein, The first support rod (210) comprises a first front longitudinal rod (211), a first middle longitudinal rod (212), and a first rear longitudinal rod (213), which are connected in sequence. The second support rod (220) comprises a second front longitudinal rod (221), a second middle longitudinal rod (222), and a second rear longitudinal rod (223), which are connected in sequence. The first middle longitudinal rod (212) and the second middle longitudinal rod (222) are connected with the fuselage (100) respectively, the front propeller (300) is connected between the first front longitudinal rod (211) and the second front longitudinal rod (221), and the rear propeller (400) is connected between the first rear longitudinal rod (213) and the second rear longitudinal rod (223). The plane where the first front longitudinal rod (211) and the second front longitudinal rod (221) are located has a first included angle with the plane where the first middle longitudinal rod (212) and the second middle longitudinal rod (222) are located in the projection plane perpendicular to the pitch axis (001), and the plane where the first rear longitudinal rod (213) and the second rear longitudinal rod (223) are located has a second included angle with the plane where the first middle longitudinal rod (212) and the second middle longitudinal rod (222) are located in the projection plane perpendicular to the pitch axis (001), and the first included angle and the second included angle have a difference value. Alternatively, the first front longitudinal rod (211) tilts around an axis parallel to the front transverse shaft (230) relative to the first middle longitudinal rod (212) and the tilting angle is adjustable, the first rear longitudinal rod (213) tilts around an axis parallel to the rear transverse shaft (240) relative to the first middle longitudinal rod (212) and the tilting angle is adjustable, the second front longitudinal rod (221) tilts around an axis parallel to the front transverse shaft (230) relative to the second middle longitudinal rod (222) and the tilting angle is adjustable, and the second rear longitudinal rod (223) tilts around an axis parallel to the rear transverse shaft (240) relative to the second middle longitudinal rod (222) and the tilting angle is adjustable.

9. The aircraft of any one of claims 2-8, wherein, The front sections of the first support rod (210) and the second support rod (220) are respectively provided with front side propellers (310), and the rear sections of the first support rod (210) and the second support rod (220) are respectively provided with rear side propellers (410).

10. The aircraft of any one of claims 1-9, wherein, The fuselage (100) and the frame (200) are detachably connected.

11. The aircraft of any one of claims 1-10, wherein, The fuselage (100) and / or the frame (200) are connected with umbrella wings (600).

12. The aircraft of any one of claims 1-11, wherein, The fuselage (100) and / or the frame (200) are installed below with airbags (700).

13. The aircraft of any one of claims 1-12, wherein, The fuselage (100) and / or the frame (200) are installed below with support members (800).

14. The aircraft of any one of claims 1-13, wherein, The front propellers (300) are provided in plurality and are arranged in intervals and connected to the frame (200); At least one of the front propellers (300) is tiltable relative to the frame (200) about an axis parallel to the pitch axis (001) and the tilting angle is adjustable.

15. The aircraft of any one of claims 1-14, wherein, The rear propellers (400) are provided in plurality and are arranged in intervals and connected to the frame (200); At least one of the rear propellers (400) is tiltable relative to the frame (200) about an axis parallel to the pitch axis (001) and the tilting angle is adjustable.

16. The aircraft of any one of claims 1-15, wherein, One of the front propellers (300) and the rear propellers (400) is provided in one and the other in two; The front propellers (300) and the rear propellers (400) are respectively tiltable relative to the frame (200) about an axis parallel to the pitch axis (001) and the tilting angle is adjustable; In a projection plane from front to back, one of the front propellers (300) and the rear propellers (400) is located between the other two.

17. The aircraft of any one of claims 1-16, wherein, At least one of the front propellers (300) and the rear propellers (400) adopts at least two closed peripheral propellers; In any one of the front propellers (300) and the rear propellers (400), the projections of the at least two closed peripheral propellers in the vertical direction are symmetrical relative to the longitudinal axis reference line of the aircraft, and the at least two closed peripheral propellers are staggered in the axial direction of the propeller.

18. The aircraft of any one of claims 1-17, wherein, The aircraft has a propulsion state; In the propulsion state, the frame (200) is tilted relative to the fuselage (100) about the pitch axis (001) so that the height position of the front propeller (300) is lower than that of the rear propeller (400); in a projection plane perpendicular to the longitudinal axis (002), at least one of the front propellers (300) is located below the fuselage (100) so that the propelling airflow of the front propeller (300) flows through the lower part of the fuselage (100).

19. The aircraft of any one of claims 1-18, wherein, The front propeller (300) and / or the rear propeller (400) is provided with a deflector.

20. An aircraft control method, characterized in that, The aircraft control method is used for the aircraft of any one of claims 1-19, and comprises the following steps: Controlling at least one of the front propellers (300) and the rear propellers (400) to be arranged in the vertical direction to drive the aircraft to ascend or descend; Controlling at least one of the front propellers (300) and the rear propellers (400) to be tilted relative to the fuselage (100) about an axis parallel to the pitch axis (001) to a tilting angle so that the thrust direction has an included angle with the vertical line to generate a horizontal direction thrust.

21. The aircraft control method of claim 20, wherein, Further comprising the following steps: Controlling the front propellers (300) and the rear propellers (400) to generate a thrust difference, and controlling the frame (200) to be tilted relative to the fuselage (100) about the pitch axis (001); And the front propellers (300) and the rear propellers (400) with the horizontal direction thrust are staggered in the horizontal direction.

22. The aircraft control method of claim 20 or 21, wherein, Also comprising the steps of: controlling tilting of the mast (200) relative to the fuselage (100) about the pitch axis (001) to make the height position of the front propeller (300) lower than the height position of the rear propeller (400).

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