Aircraft

Abstract

An aircraft (100), comprising a main body portion (1) and a payload portion (2).The main body portion (1) comprises an airframe (11), a plurality of wings (13), and rotor assemblies (12). The wings (13) are fixedly connected to the airframe (11), and include first wings (131) and second wings (132). The first wings (131) are located at a nose portion (111) of the airframe (11), and the second wings (132) are located at a tail portion (112) of the airframe (11). The first wings (131) are inclined toward the bottom of the airframe relative to the airframe (11), and the second wings (132) are inclined toward the top of the airframe relative to the airframe (11). The rotor assemblies (12) are arranged on the wings (13). The payload portion (2) is used for carrying a target object. The main body portion (1) is connected to the payload portion (2) by means of an attitude adjustment mechanism (3). The attitude adjustment mechanism (3) comprises a motor (31), and can adjust the attitude of the payload portion (2) by means of the motor (31).

Description

Aircraft TECHNICAL FIELD

[0001] The present application relates to the field of aircraft. BACKGROUND

[0002] With the development and maturity of electric multi-rotor unmanned aerial vehicle technology, it has the ability to develop into a large size, and expands new application scenarios such as logistics and manned. Among them, the manned vertical take-off and landing aircraft has great development potential and may replace the status of cars and become the preferred tool for people's short trips in the future. Therefore, it is urgent to research an aircraft that requires both the ability to vertically take off and land in a limited space and the ability to economically and efficiently fly horizontally like a fixed-wing aircraft.

[0003] SUMMARY

[0004] The present application provides an aircraft, comprising: a main body part and a carrying part, the main body part comprising a fuselage of the aircraft, a plurality of wings and a rotor assembly, the wings are fixedly connected with the fuselage, the rotor assembly is configured to be arranged on the wings, the wings comprise a first wing and a second wing, the first wing is located at the nose of the fuselage, and the second wing is located at the tail of the fuselage, the first wing is inclined to the bottom of the fuselage relative to the fuselage, and the second wing is inclined to the top of the fuselage relative to the fuselage; the carrying part is used for carrying target objects, wherein the main body part and the carrying part are connected through an attitude adjusting mechanism, the attitude adjusting mechanism comprises a motor, and the attitude adjusting mechanism can be used for adjusting the attitude of the carrying part through the motor.

[0005] The present application also provides an aircraft, comprising: a main body part and a carrying part, the main body part comprising a fuselage of the aircraft, the carrying part being used for carrying target objects, the carrying part comprising a contact mechanism, the contact mechanism being capable of contacting a landing platform when the aircraft lands, wherein the fuselage and the carrying part are connected through an attitude adjusting mechanism, the attitude adjusting mechanism comprising a motor, and the attitude adjusting mechanism being capable of adjusting the attitude of the carrying part through the motor.

[0006] The application also provides an aircraft, comprising a fuselage, a rotor assembly and a plurality of wings, the rotor assembly being arranged on the wings, the wings being fixedly connected to the fuselage, and the wings being arranged obliquely relative to a plane in which the fuselage is located, wherein, when the aircraft is in a take-off or landing stage, the fuselage is in a first fuselage posture relative to a horizontal plane, so that at least part of the rotor assembly can be used to provide lift for the aircraft, and when the aircraft is in a cruising stage, the fuselage is in a second fuselage posture relative to the horizontal plane, so that the at least part of the rotor assembly can be used to provide drag for the aircraft, the first fuselage posture and the second fuselage posture being approximately 90° different. BRIEF DESCRIPTION OF DRAWINGS

[0007] In order to more clearly illustrate the technical solutions in the embodiments of the application, the drawings needed to be used in the following embodiment descriptions will be briefly introduced. Obviously, the drawings in the following descriptions are only some embodiments of the application, and other drawings can be obtained by those skilled in the art without any creative effort based on these drawings.

[0008] Fig. 1 is a schematic view of an aircraft in an exemplary embodiment of the application, wherein the aircraft is in a vertical take-off and landing stage;

[0009] Fig. 2 is a schematic view of the aircraft shown in Fig. 1 in a hovering forward flight stage;

[0010] Fig. 3 is a schematic view of the aircraft shown in Fig. 1 in a cruising stage;

[0011] Fig. 4 is a schematic view of the aircraft shown in Fig. 1 from another perspective;

[0012] Fig. 5 is an exploded view of the aircraft shown in Fig. 3;

[0013] Fig. 6 is a schematic view of a main body of the aircraft shown in Fig. 1;

[0014] Fig. 7 is an exploded view of a posture adjusting mechanism of the aircraft shown in Fig. 5;

[0015] Fig. 8 is a schematic view of a motor of the posture adjusting mechanism shown in Fig. 7;

[0016] Fig. 9 is a cross-sectional schematic view of the motor shown in Fig. 8;

[0017] Fig. 10 is a schematic view of a connection of the motor, the fuselage and a carrying part shown in Fig. 4, wherein only a part of the fuselage and the carrying part is shown;

[0018] Fig. 11 is a schematic view of the aircraft shown in Fig. 3 when encountering a right side wind;

[0019] Figure 12 is a schematic illustration of the aircraft of Figure 1 in a right side crosswind;

[0020] Figure 13 is a side view of the aircraft of Figure 12 in a right side crosswind;

[0021] Figure 14 is a side view of another embodiment of the aircraft of Figure 3;

[0022] Figure 15 is a schematic illustration of the carrier portion of Figure 5 with the hatch door in an open position;

[0023] Figure 16 is a schematic illustration of the aircraft of Figure 1 with the parachute in an ejected position;

[0024] Figure 17 is a schematic illustration of a cross-section of the aircraft of Figure 1 showing only a portion of the aircraft;

[0025] Figure 18 is a schematic illustration of yet another embodiment of the aircraft of Figure 1. DETAILED DESCRIPTION

[0026] The technical solutions in the embodiments (or, the implementation manners) of the present application will be clearly and completely described with reference to the accompanying drawings. When the following description refers to the drawings, the same numbers in different drawings represent the same or similar elements unless otherwise indicated.

[0027] If the present application embodiments involve directional indications or positional relationships (for example, up, down, left, right, front, back, inner, outer, top, bottom, center, vertical, horizontal, longitudinal, transverse, length, width, counterclockwise, clockwise, axial, radial, circumferential, etc.), such terms are used only to explain the relative position relationship, movement, etc. between the components in a certain posture (as shown in the drawings); if the specific posture changes, the directional indications or positional relationships will also change accordingly. In addition, the terms "first", "second", etc. in the present application embodiments are only used for convenience of description, and cannot be understood as indicating or implying relative importance.

[0028] The application provides a kind of aircraft, comprising: main body and carrying part, main body includes the fuselage of aircraft, multiple wings and rotor assembly, wing is fixedly connected with fuselage, rotor assembly is configured to be located in wing, wing includes first wing and second wing, first wing is located in the nose of fuselage, second wing is located in the tail of fuselage, first wing is inclined to the bottom of fuselage relative to fuselage, second wing is inclined to the top of fuselage relative to fuselage;Carrying part is used to carry target object, wherein, main body and carrying part are connected by attitude adjusting mechanism, attitude adjusting mechanism includes motor, and attitude adjusting mechanism can be used to adjust the attitude of carrying part by motor.The effect of attitude adjusting mechanism is to decouple main body and carrying part, i.e. the pitch attitude or roll attitude or yaw attitude of main body does not affect carrying part.When the attitude of aircraft changes, for example, flight mode switching or encountering external environment, such as strong wind, emergency obstacle avoidance, etc., the attitude of main body will change greatly, and with attitude adjusting mechanism, the attitude of carrying part does not follow the change of main body, so that the passengers carried by carrying part feel comfortable or the goods carried by carrying part remain stable.

[0029] The application further provides a kind of aircraft, comprising: main body and carrying part, main body includes the fuselage of aircraft, carrying part is used to carry target object, carrying part includes contact mechanism, contact mechanism can be used to make aircraft contact landing platform when landing, wherein, fuselage and carrying part are connected by attitude adjusting mechanism, attitude adjusting mechanism includes motor, and attitude adjusting mechanism can be used to adjust the attitude of carrying part by motor.The effect of attitude adjusting mechanism is to decouple main body and carrying part, i.e. the pitch attitude or roll attitude or yaw attitude of main body does not affect carrying part.When the attitude of aircraft changes, for example, flight mode switching or encountering external environment, such as strong wind, emergency obstacle avoidance, etc., the attitude of main body will change greatly, and with attitude adjusting mechanism, the attitude of carrying part does not follow the change of main body, so that the passengers carried by carrying part feel comfortable or the goods carried by carrying part remain stable.At the same time, contact mechanism can make carrying part contact ground more safely, so as to avoid the situation that personnel is injured or goods is damaged during the process of aircraft landing.

[0030] The application also provides an aircraft, comprising a fuselage, a plurality of wings, and a plurality of rotor assemblies, wherein the rotor assemblies are arranged on the wings, the wings are fixedly connected to the fuselage, and the wings are arranged obliquely relative to the plane in which the fuselage is located. When the aircraft is in a take-off or landing stage, the fuselage is in a first fuselage attitude relative to the horizontal plane, so that at least part of the rotor assemblies can be used to provide lift for the aircraft. When the aircraft is in a cruising stage, the fuselage is in a second fuselage attitude relative to the horizontal plane, so that at least part of the rotor assemblies can be used to provide drag for the aircraft. The first fuselage attitude and the second fuselage attitude are substantially different by 90°. The arrangement of the plurality of rotor assemblies provides an aircraft that can take off vertically and fly horizontally. Meanwhile, the arrangement of the plurality of rotor assemblies can still maintain the basic lift to perform emergency landing in the case of power failure of 1-2 rotor assemblies. Moreover, even if the rotor assemblies on the same wing fail simultaneously, the attitude of the whole aircraft can still be guaranteed to be stable.

[0031] The application provides an aircraft that has the ability of vertical take-off and horizontal flight, can carry people or objects, has the ability of fixed-wing flight, and can fly efficiently in the cruising stage to reduce energy consumption.

[0032] Referring to FIG. 1, in some embodiments, the aircraft 100 comprises a fuselage 11, a plurality of wings 13, and a plurality of rotor assemblies 12. The wings 13 are fixedly connected to the fuselage 11, and the rotor assemblies 12 are arranged on the wings 13. The wings 13 are arranged obliquely relative to the plane in which the fuselage 11 is located. When the aircraft 100 is in a take-off or landing stage, the fuselage 11 is in a first fuselage attitude relative to the horizontal plane, so that at least part of the rotor assemblies 12 can be used to provide lift for the aircraft 100. For example, the first fuselage attitude is substantially perpendicular to the horizontal plane.

[0033] In some embodiments, the rotor assembly 12 comprises a driving member (not shown) mounted on the wing 13 and a blade 121 directly or indirectly connected to the power output end of the driving member, and the driving member drives the blade 121 to rotate.

[0034] Referring to FIG. 2, the transition of the aircraft 100 from the take-off stage to the cruising stage, in which the fuselage 11 is converted from the first fuselage attitude to the second fuselage attitude, is illustrated, in which the longitudinal extension of the fuselage 11 is substantially perpendicular to the ground in the take-off stage and substantially parallel to the ground in the cruising stage, in which the fuselage 11 needs to change its attitude in the pitch direction, it can be understood that the pitch of the aircraft 100 can be achieved by the lift difference of the plurality of rotor assemblies 12, in which the rotor speed of the rotor assemblies 12 located at the rear portion of the fuselage 11 is faster than the rotor speed of the rotor assemblies 12 located at the front portion of the fuselage 11, so that the lift obtained by the rear portion of the fuselage 11 is greater than the lift obtained by the front portion of the fuselage 11, thus the pitch attitude of the aircraft 100 is changed.

[0035] Referring to FIG. 3, when the aircraft 100 is in the cruising stage, the fuselage 11 is in the second fuselage attitude relative to the horizontal plane, so that at least part of the rotor assemblies 12 can be used to provide the pulling force for the aircraft 100, the first fuselage attitude and the second fuselage attitude are substantially different by 90°, for example, the first fuselage pitch attitude and the second fuselage pitch attitude are substantially different by 90°. Illustratively, the first fuselage attitude is substantially perpendicular to the horizontal plane, and the second fuselage attitude is substantially parallel to the horizontal plane.

[0036] In some embodiments, when the aircraft 100 is in the cruising stage, part of the rotor assemblies 12 are used to provide the pulling force. It can be understood that in some embodiments, not all of the rotor assemblies 12 are used to provide the pulling force in the cruising stage, and the number of rotor assemblies 12 used to provide the pulling force can be determined according to the needs of the aircraft 100, so it is possible that part of the rotor assemblies 12 can be stopped working in the cruising stage. Such operation can reduce the energy consumption of the aircraft 100.

[0037] Referring to FIG. 3, in some embodiments, the wing 13 includes a first wing 131 and a second wing 132, which are spaced apart along the longitudinal extension of the fuselage 11. In some embodiments, the first wing 131 can be arranged at the front position of the aircraft 100, and the second wing 132 can be arranged at the rear position of the aircraft 100, which can improve the efficiency of the aircraft 100.

[0038] In some embodiments, the first wing 131 is inclined towards the bottom of the fuselage 11 relative to the fuselage 11, and the second wing 132 is inclined towards the top of the fuselage 11 relative to the fuselage 11. It can be understood that, in this way, when the aircraft 100 is in the take-off or landing stage, the rotor assemblies 12 arranged on the first wing 131 and the rotor assemblies 12 arranged on the second wing 132 do not overlap in the orthographic projection to the horizontal plane, so that the air flows of the two do not interfere with each other, and thus the efficiency of the rotor assemblies 12 providing lift for the aircraft 100 is higher. For example, the angle between the first wing 131 and the plane in which the fuselage is located can be 1°-90°, and the angle between the second wing 132 and the plane in which the fuselage is located can be 1°-90°. In some embodiments, the angle between the first wing 131 and the plane in which the fuselage is located is 20°, and the angle between the second wing 132 and the plane in which the fuselage is located is also 20°. Of course, the angle between the first wing 131 and the plane in which the fuselage is located and the angle between the second wing 132 and the plane in which the fuselage is located can be the same or different, and are not specifically limited herein.

[0039] In some embodiments, the first wing 131 is located at the nose portion 111 of the fuselage 11, and the second wing 132 is located at the tail portion 112 of the fuselage 11.

[0040] In some embodiments, the first wing 131 includes two, which are symmetrical relative to the longitudinal direction of the fuselage 11, and the number of the first wing 131 is not limited in the present application.

[0041] In some embodiments, the second wing 132 includes two, which are symmetrical relative to the longitudinal direction of the fuselage 11, and the number of the second wing 132 is not limited in the present application.

[0042] In some embodiments, the projections of the two first wings 131 and the two second wings 132 on the plane perpendicular to the extension direction of the fuselage 11 are X-shaped. It can be understood that, in this way, when the aircraft 100 is in the cruising stage, the pulling air flow generated by the rotor assemblies 12 located on the first wing 131 and the pulling air flow generated by the rotor assemblies 12 located on the second wing 132 do not interfere with each other, thereby improving the aerodynamic performance of the aircraft 100.

[0043] In some embodiments, the projections of the two first wings 131 and the two second wings 132 on the plane perpendicular to the extension direction of the fuselage 11 can also be H-shaped or I-shaped, and the shape of the projection is not limited in the present application.

[0044] In some embodiments, the angle between the first wing 131 and the plane in which the fuselage 11 is located is a first inclined angle, the angle between the second wing 132 and the plane in which the fuselage 1 is located is a second inclined angle, and the first inclined angle and the second inclined angle are the same.

[0045] In some embodiments, the first and second oblique angles are different.

[0046] In some embodiments, the first and second oblique angles are acute angles.

[0047] In some embodiments, the first oblique angle is between 10-35°, and the present application does not limit the angle of the first oblique angle.

[0048] In some embodiments, the second oblique angle is between 10-35°, and the present application does not limit the angle of the second oblique angle.

[0049] In some embodiments, each of the first and second wings 131 and 132 includes two, and each wing 13 is provided with two rotor assemblies 12 to form an 8-rotor aircraft. The power is distributed on 8 driving members, and each driving member has a certain power redundancy. Under the control of the flight control algorithm, the aircraft 100 allows 1-2 rotor assemblies 12 to fail, and still maintains the basic lift for emergency landing. Even if the two driving members on the same wing 13 fail simultaneously, the attitude of the whole machine can be guaranteed not to be unstable. The present application does not limit the number of rotor assemblies 12, which can also be 4-12.

[0050] In some embodiments, one of the two rotor assemblies 12 on each wing 13 is a drag propeller, and the other is a lift propeller. The drag propeller is designed for high-speed cruising conditions and takes into account hovering, and the propeller pitch is larger. The lift propeller is designed for hovering conditions, and the propeller pitch is smaller.

[0051] The present application provides an aircraft 100 with vertical take-off and landing and horizontal flight capabilities, and can ensure that the carrying part 2 always maintains a horizontal attitude. It can be used for general aviation, multi-rotor aircraft, fixed-wing aircraft, eVTOL (Electric Vertical Take-Off and Landing), vertical take-off and landing aircraft, transport unmanned aerial vehicle, logistics unmanned aerial vehicle, industry unmanned aerial vehicle, etc. The present application does not limit the application field of the aircraft 100.

[0052] The carrying part 2 in the present application maintains a horizontal attitude, including complete horizontal and near horizontal.

[0053] Referring to FIGS. 1, 4 and 5, the aircraft 100 includes a main body part 1, a carrying part 2 and an attitude adjusting mechanism 3. In some embodiments, the main body part 1 includes a fuselage 11, a rotor assembly 12 and a plurality of wings 13. The carrying part 2 is used to carry target objects, which can include people or goods.

[0054] As shown in FIGS. 1-3, the aircraft 100 switches from the vertical take-off / landing state to the fixed-wing flight state of the forward cruising stage by the forward inclination and acceleration of the main body 1, and vice versa, by the backward inclination and deceleration of the main body 1.

[0055] The main body 1 is connected with the carrying part 2 through the attitude adjustment mechanism 3. The attitude adjustment mechanism 3 includes a motor 31, and the attitude adjustment mechanism 3 can be used to adjust the attitude of the carrying part 2 through the motor 31. The attitude adjustment mechanism 3 is used to make the attitude of the main body 1 not affect the carrying part 2. It can be understood that the attitude of the main body 1 can include at least one of the pitch attitude, the roll attitude, and the yaw attitude. When the aircraft 100 transitions from the vertical take-off stage to the cruising stage or from the cruising stage to the vertical take-off stage, the pitch or roll attitude of the main body 1 can change greatly, and with the attitude adjustment mechanism 3, the carrying part 2 does not follow the pitch or roll movement of the main body 1, so as to make the passengers feel comfortable or the goods remain stable. For example, in the logistics scene, liquid, glass, precision instruments and other goods are not resistant to bumps, and the attitude adjustment mechanism 3 can ensure that the goods are in a relatively stable carrying environment; in the scene of industry inspection and other needs of long navigation, the use of range extending engine and fuel tank can obtain longer endurance time than the use of pure battery, and the engine and fuel tank need to avoid large inclination angle to work stably, and arranging them in the carrying part 2 which is stabilized by the attitude adjustment mechanism 3 can well meet the working condition requirements.

[0056] In some embodiments, the carrying part 2 is located below the main body 1.

[0057] In some embodiments, the carrying part 2 is suspended on the attitude adjustment mechanism 3 to meet the requirements of safety and cost. Since the carrying part 2 is a separate modular design, the carrying part 2 can be structurally reinforced separately to improve safety; at the same time, the manufacturing and maintenance costs are reduced; in addition, when not carrying people, it can also be modularly replaced to adapt to multiple other functions, such as logistics, agriculture, industry, etc.

[0058] As shown in FIG. 6, the fuselage 11 is provided with a mounting part 110 for mounting the attitude adjustment mechanism 3. It can be understood that the mounting part 110 can be a groove part or a connecting piece or other parts capable of mounting equipment, and the mounting part 110 can be located at any position of the fuselage, which is not specifically limited here.

[0059] As shown in FIGS. 7-10, the attitude adjustment mechanism 3 further includes a fairing shell 32, and the fairing shell 32 covers the motor 31 to protect the motor 31, and the fairing shell 32 can also be used to change the shape of the attitude adjustment mechanism 3, so that the shape of the attitude adjustment mechanism 3 can assist in improving the aerodynamic performance of the aircraft 100.

[0060] In some embodiments, the motor 31 comprises at least a first motor 311 and a second motor 312. The first motor 311 is used to adjust the pitch attitude of the carrying part 2, and the second motor 312 is used to adjust the roll attitude of the carrying part 2. The first motor 311 is connected to the main part 1, and the second motor 312 is connected to the carrying part 2. When the aircraft 100 generates a pitch direction motion, the first motor 311 plays a pitch decoupling role between the main part 1 and the carrying part 2, that is, the pitch of the main part 1 will not be transmitted to the carrying part 2; when the aircraft 100 generates a roll direction motion, the second motor 312 plays a roll decoupling role between the main part 1 and the carrying part 2, that is, the roll of the main part 1 will not be transmitted to the carrying part 2.

[0061] In some embodiments, the first motor 311 is connected to the carrying part 2, and the second motor 312 is connected to the main part 1, which is simple in structure, saves assembly procedures, and improves assembly efficiency.

[0062] In some embodiments, the first motor 311 comprises a first stator 3111 and a first rotor 3112. The second motor 312 comprises a second stator 3121 and a second rotor 3122. The first stator 3111 is connected to the main part 1, and the first rotor 3112 is connected to the second motor 312.

[0063] In some embodiments, the first stator 3111 is connected to the second motor 312, and the first rotor 3112 is connected to the main part 1.

[0064] In some embodiments, the second stator 3121 is connected to the first motor 311, and the second rotor 3122 is connected to the carrying part 2.

[0065] In some embodiments, the first stator 3111 is connected to the main part 1, the second stator 3121 is connected to the first rotor 3112, and the second rotor 3122 is connected to the carrying part 2.

[0066] In some embodiments, the second stator 3121 is connected to the carrying part 2, and the second rotor 3122 is connected to the first motor 311.

[0067] In some embodiments, the first rotor 3112 and the second motor 312, the first stator 3111 and the second motor 312, the first rotor 3112 and the main part 1, the second stator 3121 and the first motor 311, the second rotor 3122 and the carrying part 2, the second stator 3121 and the carrying part 2, and the second rotor 3122 and the first motor 311 can be fixed by welding or screw fixing, and the application does not limit the above fixing methods.

[0068] In some embodiments, the attitude adjustment mechanism 3 comprises a first rotating part (not shown), a first fixed part (not shown), a second rotating part (not shown), and a second fixed part (not shown), the second fixed part is connected with the first rotating part, the output end of the first motor 311 is connected with the first rotating part to drive the first rotating part to rotate relative to the first fixed part, the output end of the second motor 312 is connected with the second rotating part to drive the second rotating part to rotate relative to the second fixed part. Illustratively, the first rotating part can be the output shaft of the first motor 311, and the second rotating part can be the output shaft of the second motor 312.

[0069] In some embodiments, the motor 31 further comprises a third motor (not shown) for adjusting the yaw attitude of the carrying part 2.

[0070] In some embodiments, the third motor comprises a third stator and a third rotor, the third rotor is connected with the carrying part 2, and the third stator is connected with the second motor 312.

[0071] In some embodiments, the third stator is connected with the carrying part 2, and the third rotor is connected with the second motor 312.

[0072] In some embodiments, the number of the motor 31 is only one, and the motor 31 is used for adjusting the pitch attitude of the carrying part 2. It can be understood that when the aircraft 100 is in transition between the take-off and landing stage and the cruising stage, the pitch attitude of the aircraft 100 will be adjusted greatly, and in the case that the number of the motor 31 is only one, the motor 31 is usually the motor for adjusting the pitch axis attitude, of course, the motor 31 can also be a roll motor or a yaw motor, which is not specifically limited here.

[0073] In some embodiments, the motor 31 can be used for adjusting the pitch attitude of the carrying part 2, and the motor 31 can be used for controlling the carrying part 2 to be in a horizontal attitude in response to the aircraft 100 being in a flight state.

[0074] In some embodiments, the aircraft 100 comprises a first detection device connected electrically, the first detection device is used for detecting whether the aircraft 100 is in a flight state, when the first detection device detects that the aircraft 100 is in a flight state, the attitude adjustment mechanism 3 controls the motor 31 to start to control the carrying part 2 to be in a horizontal attitude. Illustratively, the first detection device can be a sensor for measuring the height of the aircraft relative to the ground, such as a barometer, a laser radar, etc.

[0075] In some embodiments, the motor 31 can be used for controlling the carrying part 2 to be in a horizontal attitude in response to the attitude of the fuselage 11.

[0076] In some embodiments, the aerial vehicle 100 comprises a second detecting device electrically connected, which is configured to detect the attitude of the fuselage 11. When the second detecting device detects that the fuselage 11 is tilted, the attitude adjusting mechanism 3 controls the motor 31 to start, so as to control the carrying part 2 to be in a horizontal attitude. For example, the second detecting device can be an attitude sensor, such as an IMU, etc.

[0077] The first detecting device and the second detecting device can be the same or different.

[0078] In some embodiments, when the aerial vehicle 100 encounters air turbulence, the aerial vehicle 100 can generate a pitch and / or roll and / or yaw attitude according to the actual wind direction. At this time, the attitude adjusting mechanism 3 can control the motor 31 to make the carrying part 2 always in a horizontal attitude.

[0079] Referring to FIG. 11, from the back of the aerial vehicle 100, it encounters wind from the right side in the cruising stage, and the main body part 1 will roll to the right to resist the wind. At this time, the roll motor of the attitude adjusting mechanism 3 is actively controlled, and the rotor of the roll motor can rotate relative to the stator of the roll motor, so that the carrying part 2 remains horizontal.

[0080] Referring to FIG. 12, from the back of the aerial vehicle 100, it encounters wind from the right side in the vertical take-off and landing stage, and the main body part 1 will roll to the right to resist the wind. At this time, the roll motor of the attitude adjusting mechanism 3 is actively controlled, and the rotor of the roll motor can rotate relative to the stator of the roll motor, so that the carrying part 2 remains horizontal.

[0081] Referring to FIG. 13, from the side of the aerial vehicle 100, it encounters wind from the back in the vertical take-off and landing stage, and the main body part 1 will pitch backward to resist the wind. The pitch motor of the attitude adjusting mechanism 3 is actively controlled, and the rotor of the pitch motor can rotate relative to the stator of the pitch motor, so that the carrying part 2 remains horizontal. Most of the wind in the direction can be decomposed into the pitch and roll directions in the above manner, so that the main body part 1 of the aerial vehicle 100 generates a corresponding pitch attitude and roll attitude to resist the wind. Here, it will not be repeated. It can be understood that the attitude adjusting mechanism 3 can decouple the attitude of the main body part 1 and the carrying part 2, so that the attitude of the main body part 1 cannot affect the attitude of the carrying part 2, so that the carrying part 2 can always maintain a relatively stable attitude, and will not cause damage to the goods or discomfort to the passengers.

[0082] In some embodiments, the carrying part 2 is always kept in a horizontal state. Referring to FIG. 14, in some embodiments, when the carrying part 2 has a forward acceleration, the carrying part 2 can be slightly inclined forward to increase the comfort of the passengers.

[0083] The motor 31 can be used to adjust the pitch attitude of the carrying part 2, and the motor 31 can be used to control the bottom plate 21 of the carrying part 2 to be at a preset angle with the horizontal direction in response to the aircraft 100 being in an accelerating flight state, the preset angle being related to the horizontal acceleration a of the carrying part 2 and the gravity acceleration G. An example is given that the vector sum of the horizontal acceleration a and the opposite vector g of the gravity acceleration is defined as V, when the bottom plate 21 of the carrying part 2 is perpendicular to V, the direction of the supporting force of the bottom plate 21 on the passenger is consistent with V, and the passenger can feel more comfortable.

[0084] The preset angle includes the complementary angle of a first angle, the first angle including the included angle between the sum of the opposite vector g of the gravity acceleration and the horizontal acceleration a and the horizontal direction. When the included angle between the carrying part 2 and the horizontal plane reaches the above-mentioned preset angle, the bottom plate 21 of the carrying part 2 is consistent with the direction of V.

[0085] Referring to FIG. 15, in some embodiments, the carrying part 2 includes a canard 22, which can be used to provide lift for the carrying part 2. In addition, in the cruising stage of the aircraft 100, the lift of the canard 22 can be used to balance the pitch-down moment of the carrying part 2 caused by air resistance, so as to reduce the control burden of the pitch moment of the pitch motor.

[0086] In some embodiments, the carrying part 2 includes a main body 23 forming a carrying cabin 231 and a hatch 24 connected to the main body 23, the hatch 24 being openable and closable to be used for loading and unloading of the target object. In some embodiments, the canard 22 is arranged on the main body 23.

[0087] In some embodiments, the canard 22 is arranged on the head 210 of the carrying part 2 and is arranged symmetrically with respect to the longitudinal direction of the carrying part 2. The lift provided by the canard 22 arranged on the head 210 of the carrying part 2 can better ensure that the head 210 of the carrying part 2 is lifted, so that the carrying part 2 is maintained in the horizontal direction in the pitch direction only by relying on the output torque of the attitude adjusting mechanism 3.

[0088] Referring to FIG. 16 and FIG. 17, in some embodiments, the nose 111 of the fuselage 11 is provided with a parachute 14, which is used to pop out when the aircraft 100 is in an abnormal landing state, so as to reduce the landing speed of the aircraft 100.

[0089] In some embodiments, the parachute 14 can be ejected and opened by gunpowder power, or can be opened by gas injection and the like, and the application does not limit the ejection and opening mode of the parachute 14.

[0090] In some embodiments, the number of parachutes 14 is at least two, and at least one of them is in standby state when one of them is in abnormal working state. Even if only one parachute 14 is in normal working state, the landing speed of the aircraft 100 can be ensured to be less than the safe impact speed allowed by the carrier 2, so as to improve the safety factor.

[0091] In some embodiments, the nose portion 111 of the fuselage 11 is provided with a parachute cabin 113 for accommodating the parachute 14. It can be understood that the parachute cabin 113 can be arranged at any position of the main body 1, which is not limited in the present application. Of course, in other embodiments, the parachute cabin 113 can be arranged at a specific position of the main body 1, such as a position away from the rotor assembly 12, so that the ejected parachute 14 can not be in contact with the rotor assembly 12 as much as possible, thereby ensuring that the wire harness of the parachute 14 will not be entangled by the rotor assembly 12.

[0092] In combination with FIG. 1, the fuselage 11 is provided with a cover plate 114 for covering the parachute cabin 113. The cover plate 114 can be rotated to open, and the cover plate 114 is opened when the parachute 14 is ejected.

[0093] In some embodiments, the parachute cabin 113 is in a columnar shape, and the parachute 14 is folded into a capsule shape when not opened, so as to save space. The shape of the parachute cabin 113 and the shape of the parachute 14 after being folded are not limited in the present application.

[0094] In some embodiments, the parachute 14 can also be arranged on the carrier 2. It can be imagined that in a possible case, when an extreme event such as fire of the main body 1 occurs, the carrier 2 can be separated from the main body 1 by a separation mechanism, and at this time, the parachute 14 arranged on the carrier 2 further ensures the safety of the passengers or cargo in the carrier 2. Illustratively, the parachute 14 arranged on the carrier 2 can be ejected after the carrier 2 is separated from the main body 1, so as to ensure that the parachute 14 will not be in contact with the main body 1, thereby ensuring the effectiveness of the parachute 14. It can be understood that the parachute 14 can have multiple ejection trigger conditions, which are not limited in the present application, and only some exemplary references are given herein. In one embodiment, the parachute 14 arranged on the carrier 2 can be ejected after a preset time (such as 30 seconds, one minute, etc.) after the carrier 2 is separated from the main body 1. In one embodiment, the parachute 14 arranged on the carrier 2 can be ejected in response to the distance between the carrier 2 and the main body 1 being greater than a preset distance after the carrier 2 is separated from the main body 1. In one embodiment, the parachute 14 arranged on the carrier 2 can be ejected in response to the distance between the carrier 2 and the ground or water surface being less than a preset distance threshold after the carrier 2 is separated from the main body 1.

[0095] As shown in FIG. 18, in some embodiments, the carrying part 2 comprises a contact mechanism 25, which can be used to contact the landing platform when the aircraft 100 lands. In the present application, the form of the contact mechanism 25 is not limited, as long as the part of the carrying part 2 that can contact the landing platform can be called the contact mechanism 25. In some embodiments, the contact mechanism 25 can be the bottom of the carrying part 2. Of course, the form of the landing platform is also not limited in the present application. The landing platform can be a parking apron, an airport that can accommodate the aircraft 100, or a general ground, etc.

[0096] In some embodiments, the contact mechanism 25 comprises a landing gear, which is arranged below the main body 23 of the carrying part 2.

[0097] In some embodiments, the landing gear is provided with a buffer device 26, which can be used to provide a buffer effect when the aircraft 100 contacts the landing platform, so that the carrying part 2 can still maximize the safety of the passengers when the safety measures fail or partially fail, or when it falls into the water.

[0098] In some embodiments, the buffer device 26 comprises a buffer airbag, which can be used to pop up to provide a buffer effect to the carrying part 2 when the aircraft 100 contacts the landing platform. It can be understood that the buffer device 26 can be activated every time the aircraft 100 contacts the landing platform, or it can not be activated every time the aircraft 100 contacts the landing platform, but it can only pop up under certain conditions to protect the carrying part 2. In some embodiments, when it is detected that the speed of the aircraft 100 when contacting the landing platform is greater than a preset speed threshold, the buffer device 26 is activated to ensure the safety of the carrying part 2; in some embodiments, when it is detected that the aircraft 100 is in an out-of-control state, the buffer device 26 is also activated to ensure the safety of the carrying part 2.

[0099] In some embodiments, the buffer airbag is an explosive inflation safety airbag.

[0100] In some embodiments, the buffer device 26 is arranged at the lower end of the landing gear to provide a better buffer effect.

[0101] The aircraft 100 of the present application has the ability of vertical take-off and landing and horizontal flight, and through the arrangement of the lift propeller and the pull propeller, the efficiency is higher and the energy consumption is less. The movable parts (driving parts and motors 31) are relatively less than the existing solutions, and the maintenance amount is less, and the maintenance of the motor 31 is more inexpensive than the internal combustion engine. The aircraft 100 comprises two main structures of the main part 1 and the carrying part 2, which can simplify the manufacturing process and reduce the manufacturing cost compared with the solution in which the nose and the passenger cabin are integrated. At the same time, through the arrangement of the attitude adjusting mechanism 3, the parachute 14 and the buffer device 26, comfort and safety are combined.

[0102] It should be noted that the technical solutions or technical features described in the above embodiments can be combined or supplemented with each other without conflict. The scope of protection of the present application is not limited to the precise structures described in the above embodiments and shown in the drawings; any modifications, equivalent replacements, improvements, etc. made within the spirit and principle of the present application shall be included in the scope of protection of the present application.

Claims

1. An aircraft, characterized in that The application relates to a flying vehicle, comprising: a main body part, which comprises a fuselage of the flying vehicle, a plurality of wings fixedly connected with the fuselage, and a rotor assembly arranged on the wings, wherein the wings comprise a first wing located at a nose part of the fuselage and a second wing located at a tail part of the fuselage, and the first wing is inclined towards a bottom part of the fuselage relative to the fuselage, and the second wing is inclined towards a top part of the fuselage relative to the fuselage; a carrying part for carrying a target object; wherein the main body part and the carrying part are connected through an attitude adjusting mechanism, and the attitude adjusting mechanism comprises a motor, and the attitude adjusting mechanism is capable of adjusting an attitude of the carrying part through the motor.

2. An aircraft, characterized in that The application relates to a flying vehicle, comprising: a main body part, which comprises a fuselage of the flying vehicle; and a carrying part for carrying a target object, wherein the carrying part comprises a contact mechanism capable of contacting a landing platform when the flying vehicle lands; wherein the fuselage and the carrying part are connected through an attitude adjusting mechanism, and the attitude adjusting mechanism comprises a motor, and the attitude adjusting mechanism is capable of adjusting an attitude of the carrying part through the motor.

3. The aircraft of claim 2, wherein, The attitude adjusting mechanism further comprises a fairing shell covering the motor.

4. The aircraft of claim 2, wherein, The motor comprises at least a first motor and a second motor, the first motor is used for adjusting a pitch attitude of the carrying part, and the second motor is used for adjusting a roll attitude of the carrying part.

5. The aircraft of claim 4, wherein, One of the first motor and the second motor is connected with the main body part, and the other is connected with the carrying part, and the first motor and the second motor are connected.

6. The aircraft of claim 5, wherein, The first motor is connected with the main body part, and the second motor is connected with the carrying part.

7. The aircraft of claim 6, wherein, The first motor comprises a first stator and a first rotor, and the second motor comprises a second stator and a second rotor, one of the first stator and the first rotor is connected with the main body part, and the other is connected with the second motor, one of the second stator and the second rotor is connected with the first motor, and the other is connected with the carrying part.

8. The aircraft of claim 7, wherein, The first stator is connected with the main body part, the first rotor is connected with the second stator, and the second rotor is connected with the carrying part.

9. The aircraft of claim 4, wherein, The motor further comprises a third motor used for adjusting a yaw attitude of the carrying part.

10. The aircraft of claim 2, wherein, The number of the motor is one, and the motor is used for adjusting the pitch attitude of the carrying part.

11. The aircraft of claim 10, wherein, The motor is capable of adjusting the pitch attitude of the carrying part, and the motor is capable of controlling the carrying part to be in a horizontal attitude in response to the flying vehicle being in a flying state.

12. The aircraft of claim 10, wherein, The motor is capable of controlling the carrying part to be in a horizontal attitude in response to an attitude of the fuselage.

13. The aircraft of claim 10, wherein, The motor is capable of adjusting the pitch attitude of the carrying part, and the motor is capable of controlling a bottom plate of the carrying part to be at a preset angle with a horizontal direction in response to the flying vehicle being in a flying state, wherein the preset angle is related to a horizontal acceleration of the carrying part and a gravitational acceleration.

14. The aircraft of claim 13, wherein, The preset angle includes a complementary angle of a first angle, and the first angle includes an included angle between a sum of a reverse vector of the gravity acceleration and the horizontal acceleration and the horizontal direction.

15. The aircraft of claim 2, wherein, The main body part further includes: A plurality of wings, which are fixedly connected to the fuselage, and are arranged obliquely relative to a plane in which the fuselage is located; and A rotor assembly, which is arranged on the wing; When the aircraft is in a take-off or landing stage, the fuselage is in a first fuselage posture relative to the horizontal plane, so that at least part of the rotor assembly can be used to provide lift for the aircraft; When the aircraft is in a cruising stage, the fuselage is in a second fuselage posture relative to the horizontal plane, so that the at least part of the rotor assembly can be used to provide drag for the aircraft, and the first fuselage posture and the second fuselage posture are substantially different by 90°.

16. The aircraft of claim 15, wherein, The first fuselage posture is substantially perpendicular to the horizontal plane, and the second fuselage posture is substantially parallel to the horizontal plane.

17. The aircraft of claim 15, wherein, The wing includes a first wing and a second wing, which are arranged at intervals along the extension direction of the fuselage.

18. The aircraft of claim 17, wherein, The first wing is inclined to the bottom of the fuselage relative to the fuselage, and the second wing is inclined to the top of the fuselage relative to the fuselage.

19. The aircraft of claim 17, wherein, The first wing is located at the nose of the fuselage, and the second wing is located at the tail of the fuselage.

20. The aircraft of claim 17, wherein, The first wing includes two longitudinal symmetries relative to the fuselage and / or the second wing includes two longitudinal symmetries relative to the fuselage.

21. The aircraft of claim 20, wherein, The projections of the two first wings and two second wings on a plane perpendicular to the extension direction of the fuselage are X-shaped.

22. The aircraft of claim 17, wherein, The included angle between the first wing and the plane in which the fuselage is located is a first inclined angle, and the included angle between the second wing and the plane in which the fuselage is located is a second inclined angle, and the first inclined angle and the second inclined angle are the same.

23. The aircraft of claim 17, wherein, The first wing includes two, and the second wing includes two, and two rotor assemblies are mounted on each wing.

24. The aircraft of claim 23, wherein, When the aircraft is in a cruising stage, part of the rotor assembly is used to provide drag.

25. The aircraft of claim 2, wherein, The nose of the fuselage is provided with a parachute, which is used to pop out when the aircraft is in an abnormal landing state to reduce the landing speed of the aircraft.

26. The aircraft of claim 25, wherein, The number of parachutes is at least two, and at least one of them is in a standby state when one of them is in an abnormal working state.

27. The aircraft of claim 2, wherein, The carrying part includes a contact mechanism, which can be used to contact the landing platform when the aircraft lands.

28. The aircraft of claim 27, wherein, The contact mechanism includes a foot stand arranged below the main body of the carrying part.

29. The aircraft of claim 28, wherein, The foot stand is provided with a buffer device, which can be used to provide a buffering effect when the aircraft contacts the landing platform.

30. The aircraft of claim 29, wherein, The buffer device includes a buffer air bag, which can be used to pop out to provide a buffering effect for the aircraft when the aircraft contacts the landing platform.

31. The aircraft of claim 29, wherein, The buffer device is arranged at the lower end of the foot stand.

32. The aircraft of claim 2, wherein, The carrying part includes a hatch, which can be used for loading and unloading the target object.

33. The aircraft of claim 2, wherein, The carrying part comprises canards which can be used to provide lift for the carrying part.

34. The aircraft of claim 33, wherein, The canards are arranged at the head of the carrying part and symmetrically relative to the longitudinal direction of the carrying part.

35. The aircraft of claim 2, wherein, The carrying part is located below the main body part.

36. An aircraft characterized by, Comprise: a fuselage; a plurality of wings which are fixedly connected to the fuselage, the wings being arranged obliquely relative to the plane in which the fuselage lies; and a rotor assembly arranged on the wings; wherein, when the aircraft is in a take-off or landing phase, the fuselage is in a first fuselage attitude relative to the horizontal plane, so that at least part of the rotor assembly can be used to provide lift for the aircraft; when the aircraft is in a cruising phase, the fuselage is in a second fuselage attitude relative to the horizontal plane, so that the at least part of the rotor assembly can be used to provide drag for the aircraft, the first fuselage attitude and the second fuselage attitude being approximately 90° apart.

37. The aircraft of claim 36, wherein, The first fuselage attitude is approximately perpendicular to the horizontal plane, and the second fuselage attitude is approximately parallel to the horizontal plane.

38. The aircraft of claim 36, wherein, The wings comprise first wings and second wings, which are arranged at intervals along the direction of extension of the fuselage.

39. The aircraft of claim 38, wherein, The first wings are inclined towards the bottom of the fuselage relative to the fuselage, and the second wings are inclined towards the top of the fuselage relative to the fuselage.

40. The aircraft of claim 38, wherein, The first wings are located at the head of the fuselage, and the second wings are located at the tail of the fuselage.

41. The aircraft of claim 38, wherein, The first wings comprise two wings which are symmetrically arranged relative to the longitudinal direction of the fuselage, and / or the second wings comprise two wings which are symmetrically arranged relative to the longitudinal direction of the fuselage.

42. The aircraft of claim 38, wherein, The projections of the two first wings and the two second wings on a plane perpendicular to the direction of extension of the fuselage are X-shaped.

43. The aircraft of claim 38, wherein, The angle between the first wings and the plane in which the fuselage lies is a first oblique angle, and the angle between the second wings and the plane in which the fuselage lies is a second oblique angle, the first oblique angle and the second oblique angle being the same.

44. The aircraft of claim 38, wherein, The first wings comprise two wings, and the second wings comprise two wings, two rotor assemblies being mounted on each wing.

45. The aircraft of claim 38, wherein, When the aircraft is in a cruising phase, part of the rotor assemblies are used to provide drag.

46. The aircraft of claim 36, wherein, The head of the fuselage is provided with parachutes which are used to pop out to reduce the landing speed of the aircraft when the aircraft is in an abnormal landing state.

47. The aircraft of claim 46, wherein, The number of parachutes is at least two, at least one of which is in a standby state when the other is in an abnormal working state.

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