Vertical take-off and landing fixed-wing aircraft

Abstract

A vertical take-off and landing fixed-wing aircraft (1), which relates to the technical field of aircrafts. The aircraft can easily switch from a multi-rotor flight mode to a fixed-wing flight mode and from the fixed-wing flight mode to the multi-rotor mode. Due to the structural layout characteristics of the aircraft, the safety of the aircraft is ensured. Even when the aircraft undergoes a relatively severe failure and forced landing is the only choice, depending on the degree and urgency of the failure in the aircraft, the safe or low-damage forced landing of the aircraft can be realized by means of multi-rotor-assisted control, the forced-landing buffering function of a telescopic assembly and a tail-wing assembly (5, 6), and the inherent safety protection measure provided by a protective sponge lining inside a manned cabin (26), or by means of selectively using multiple safety measures such as a protective airbag (29) inside the manned cabin, an external protective airbag (33), and a forced-landing parachute (31).

Description

A vertical takeoff and landing fixed-wing aircraft Technical Field

[0001] This invention relates to the field of aircraft technology, specifically to a vertical takeoff and landing fixed-wing aircraft. Background Technology

[0002] The statements in this section are provided only as background information in relation to this disclosure and may not constitute prior art.

[0003] Among existing small manned aircraft, there are typically fixed-wing aircraft, helicopters, multi-rotor aircraft, multi-rotor hybrid design aircraft, and fixed-wing multi-rotor hybrid tiltrotor aircraft. Each has its own advantages and disadvantages in terms of vertical takeoff and landing (VTOL) and long endurance. In existing technical solutions, in order to achieve the complementary advantages and disadvantages of VTOL and long endurance, the power components and fixed wings have been integrated into the design. However, a good integration solution has not yet been found. For example, Chinese invention patent CN116080900A discloses a VTOL aircraft and a VTOL aircraft control method, which adds a tiltrotor mechanism. This increases the complexity of the aircraft and can cause safety problems due to the failure of the tiltrotor transmission mechanism. In order to improve the safety caused by the failure of the tiltrotor transmission mechanism, the number of rotors is increased, which in turn makes the overall aircraft relatively redundant. Meanwhile, in terms of the spatial arrangement of manned positions, most existing small manned aircraft adopt a seated pod design, which requires a wider longitudinal layout of the fuselage, resulting in a larger frontal area of ​​the aircraft, higher flight energy consumption, and further reduction of the aircraft's range.

[0004] Most importantly, existing manned aircraft still suffer from insufficient safety guarantees. In other words, there are few protective measures to safeguard the personnel inside the aircraft when it malfunctions and makes an emergency landing. This is also the reason why existing small manned aircraft cannot be widely adopted.

[0005] Given the existing technologies' inherent contradictions in coordinating vertical takeoff and landing, long-distance cruise, and high safety, there are still many shortcomings in the current technologies. There is an urgent need for a technical solution that can effectively solve the above problems. Summary of the Invention

[0006] The purpose of this invention is to overcome the aforementioned deficiencies of the prior art and provide a vertical takeoff and landing fixed-wing aircraft. This invention is achieved through the following technical solution:

[0007] A vertical takeoff and landing fixed-wing aircraft includes a wing-body assembly, a tail assembly, and a power assembly. The power assembly provides power to the aircraft. The aircraft is characterized in that a telescopic assembly is provided between the wing-body assembly and the tail assembly. The telescopic assembly is used to adjust the distance between the wing-body assembly and the tail assembly and to provide a cushioning effect during landing. The tail assembly is used to vertically support the aircraft when it is not in operation.

[0008] Furthermore, the telescopic component is a power cylinder with telescopic function, which can be any one of a pneumatic cylinder, a hydraulic cylinder, or an electric cylinder; the cylinder body of the power cylinder is a fixed rod, the output end is a telescopic rod, the fixed rod is fixedly connected to the wing-body assembly, and the telescopic rod is connected to the tail fin assembly; the pneumatic cylinder can be any one of a single-acting cylinder, a double-acting cylinder, a pneumatic-hydraulic damping cylinder, a piston cylinder, or a buffer cylinder; the hydraulic cylinder includes any one of a single-acting hydraulic cylinder or a double-acting hydraulic cylinder; the electric cylinder can be any one of a ball screw electric cylinder, a synchronous belt electric cylinder, a planetary roller screw electric cylinder, a gear and rack electric cylinder, or a screw lifting electric cylinder.

[0009] Furthermore, the cylinder is a single-acting cylinder. In the open state, the cylinder cavity is sealed with gas. When the cylinder is extended to its limit position, the gas is at normal pressure or under preliminary compression. At this time, under normal pressure, it can accommodate more uncompressible gas. When the cylinder is filled with compressed gas, it can maintain the gas in a preliminary compressed state at the extension limit position. After the cylinder is compressed, the gas is further compressed to achieve a buffering effect. The gas is compressed when the telescopic assembly is extended to its limit position or during the compression process, which generates a supporting force between the telescopic rod and the fixed rod. The aircraft wing-body assembly, fixed rod, power assembly, and related accessories constitute the supported part. Under normal aircraft conditions, the supporting force should be less than the total weight of the supported part so that the cylinder is compressed by the gravity of the supported part during landing, thereby realizing the automatic retraction function of the telescopic assembly and achieving compression of the telescopic assembly, preferably less than the total weight of the supported part. It can also be configured according to usage requirements.

[0010] Furthermore, the power cylinder is connected to a controller, through which the extension and retraction of the power cylinder can be realized; that is, the cylinder is connected to the air source controller, the hydraulic cylinder is connected to the hydraulic controller, and the electric cylinder is connected to the electric drive controller, so as to realize the extension and retraction of the power cylinder.

[0011] Furthermore, when the telescopic component is a cylinder, gas can be injected, released, and extracted into the telescopic component through a gas source controller to control the telescopic stroke and provide support force. When the gas source controller injects compressed gas, the compressed gas will generate support force between the compression rod and the fixed rod. Under normal aircraft conditions, the support force should be less than the total weight of the supported part, so that during landing, the gravity of the supported part can compress the telescopic component. In the event of an emergency landing, the pressure of the compressed gas injected into the telescopic component can be increased to generate a greater support force, thereby completely or partially offsetting the kinetic energy of the aircraft during the emergency landing and improving the safety of the aircraft during the emergency landing.

[0012] Furthermore, when the telescopic component is a cylinder, a safety valve is connected to the cylinder. When the aircraft is rapidly descending or undergoing a forced landing, the impact causes the pressure inside the telescopic component to rise sharply. When the pressure exceeds the set protection pressure, some of the gas inside the telescopic component is discharged or the pressure is restored to the set value, thereby protecting the telescopic component.

[0013] Furthermore, when the telescopic component is a cylinder, a reverse airflow impact automatic circuit breaker valve is installed between the cylinder and the air source controller to prevent damage to the air source controller from the high-speed, high-pressure airflow after the cylinder is impacted.

[0014] Furthermore, the telescopic assembly includes a fixed rod and a telescopic rod, the fixed rod is connected to the wing-body assembly, the telescopic rod is connected to the tail fin assembly, and the fixed rod is slidably connected to the telescopic rod.

[0015] Furthermore, the extension and retraction control between the fixed rod and the telescopic rod is achieved through a motor and a gear and rack mechanism. The rack is fixedly connected to the fixed rod, the motor and the telescopic rod are fixedly connected, the gear is fixedly connected to the output end of the motor, and the gear meshes with the teeth of the rack.

[0016] Furthermore, the telescopic component can be controlled by a motor rack and pinion mechanism to expand, contract, and stop at any position within its travel range before takeoff, during takeoff, during cruise, during landing, and after landing, that is, at any time.

[0017] Furthermore, the fixing rod is arranged inside the wing-body assembly to bring the wing-body assembly and tail assembly closer together when the telescopic assembly is compressed.

[0018] Furthermore, an energy-consuming element is provided; when the motor cuts off the power and is connected in parallel with the energy-consuming element, the energy-consuming element is used to convert the force compression of the telescopic component into electrical energy consumption, so as to realize the buffer landing of the aircraft. Furthermore, one or more of the energy-consuming element and motor gear set can be provided to achieve a better buffering effect.

[0019] Furthermore, a shock absorber or compression spring is connected between the fixed rod and the telescopic rod. The shock absorber provides cushioning for the telescopic assembly and prevents the aircraft from bouncing. The spring is used to cushion the impact upon landing; it compresses the aircraft upon landing and can push the rear tail assembly away from the rear assembly during takeoff.

[0020] Furthermore, the fixed rod and the telescopic rod are connected by a sleeve. The outer rod is a conductor, and the inner rod is equipped with a permanent magnet. The movement of the permanent magnet in the conductor generates resistance to achieve a buffering effect.

[0021] Furthermore, the telescopic assembly is provided with a locking component to limit the telescopic assembly to the required position, so as to achieve fixed control of the telescopic function of the fixed rod and the telescopic rod before takeoff, during takeoff, during cruise, during landing and after landing, that is, during any process.

[0022] Furthermore, the power assembly includes 2N+2 power units, where N is a natural number. Each power unit includes a support and a vector force unit. One end of the support is connected to the wing-body assembly, and the other end is equipped with the vector force unit. The installation direction of the power unit is such that the direction of the thrust generated by the vector force unit is consistent with the heading direction of the aircraft in fixed-wing cruise flight.

[0023] Furthermore, the power assembly includes four or six power groups. Under high safety requirements, six power groups can be set, while four power groups can be set in cases where the structure is simpler.

[0024] Furthermore, the power units in the power assembly are distributed in a circumferential, equiangular array on the wing-body assembly.

[0025] Furthermore, when the aircraft is retracted and parked, the center position of the power assembly after installation should be above the center of gravity of the supported part.

[0026] Furthermore, when the aircraft is retracted and parked, the center point of the power assembly after installation coincides with the projection point of the aircraft's center of gravity onto the ground normal plane.

[0027] Furthermore, the vector force group is specifically either a propeller power group or a jet power group.

[0028] Furthermore, the propeller power unit can be installed on both the front and rear sides of the bracket, with the installation on both sides intended to further enhance the pulling force of the power unit.

[0029] Furthermore, the tail wing assembly is any one of the following: V-shaped tail wing, inverted V-shaped tail wing, Y-shaped tail wing, inverted Y-shaped tail wing, X-shaped tail wing, cross-shaped tail wing, T-shaped tail wing, inverted T-shaped tail wing, U-shaped tail wing, inverted U-shaped tail wing, double T-shaped tail wing, inverted double T-shaped tail wing, and double cross-shaped tail wing.

[0030] Furthermore, the tail assembly is equipped with movable wheels for contacting the ground, and the number of such wheels should be three or more. When the aircraft is parked on the ground, the projection of the overall center of gravity of the aircraft onto the ground should fall within the polygonal area formed by the projections of the centers of the multiple movable wheels onto the ground, in order to prevent the aircraft from becoming unstable when parked.

[0031] Furthermore, the tail fin assembly is double cross-shaped, and the double cross-shaped tail fin assembly has a horizontal tail fin, a vertical tail fin, a rudder, and an elevator. The moving wheel is installed at the top and middle intersection of the cross-shaped tail fin assembly in the circumferential direction where it contacts the ground.

[0032] Furthermore, the wing-body assembly has a accommodating space that can be used as a cargo hold or a crew cabin. If the accommodating space is used as a crew cabin, it includes: an inner cavity wall, an inner wall filler, a crew cabin, and an aircraft controller. The inner wall filler is disposed on the inner cavity wall, the crew cabin is composed of the inner wall filler, and the aircraft controller is located inside the crew cabin. The inner wall filler is a flexible body. The accommodating space has a door.

[0033] Furthermore, the inner cavity wall is a rigid shell, and the inner wall filler is a flexible body. More specifically, the inner wall filler is made of foam material, and the manned cavity is located inside the inner wall filler.

[0034] Furthermore, an internal protective airbag is provided in or on the inner surface of the inner wall filling material, which can fill the manned cavity during a forced landing; the internal protective airbag is located in or on the inner surface of the inner wall filling material and is used in emergency situations. When in operation, it fills the manned cavity, and when inflated, it is used to fill the remaining space in the manned cavity, surrounding and compressing the human body. The force of the compression and surrounding of the human body should ensure the safety of the person.

[0035] Furthermore, the person inside the manned cavity is in a standing position before takeoff, and in a prone position as the wing-body assembly changes attitude during level flight cruise.

[0036] Furthermore, one or more accommodating spaces can be provided on the wing-body assembly.

[0037] Furthermore, one or more of the manned cabins may be distributed in the accommodating space along the wingspan direction.

[0038] Furthermore, a boarding device is provided below the machine door. The boarding device can be an electric lifting platform or a foldable ladder.

[0039] The door is located on the rear of the wing-body assembly. The door can be a single door or a double door. Its location on the rear of the fuselage further enhances aircraft safety, ensuring personnel safety even if the door's locking mechanism malfunctions.

[0040] Furthermore, the wing-body assembly is equipped with an deployable parachute, which is stored in the parachute installation area and can be deployed for parachute descent in the event of an emergency landing.

[0041] Furthermore, the parachute mounting area is preferably located near the nose of the aircraft, and the parachute mounting area is used to store the folded parachute.

[0042] Furthermore, the wing-body assembly is equipped with an deployable outer airbag, which is installed in the outer airbag installation area, and the outer airbag installation area should be set up for the purpose of protecting the manned cabin.

[0043] Furthermore, the wing-body assembly is equipped with a power energy compartment, an emergency power compartment, and a cargo storage compartment; the power energy compartment and the cargo storage compartment are detachable from the wing-body assembly, while the emergency battery is installed in a non-detachable battery compartment. The purpose of this is that, in the event of an emergency landing, the detachable battery compartment, power battery, and cargo storage compartment can be jettisoned in advance while ensuring the safety of ground personnel and facilities, thereby reducing the overall weight of the aircraft and achieving the beneficial effect of further improving the safety of the emergency landing.

[0044] Furthermore, a boarding device is provided below the door. The boarding device can be an electric lifting platform or a foldable ladder to facilitate personnel entering the cargo compartment or passenger cabin.

[0045] Furthermore, the wing-body assembly includes a wing-body assembly body, a folding wing, and a folding wing locking mechanism. The folding wing is rotatably hinged to the wing-body assembly body. The folding wing locking mechanism is used to fix the folding wing after it is deployed. The folding direction of the folding wing can be either the rear direction of the aircraft or the belly direction of the aircraft, so that when the aircraft is not taking off, the folding wing part of the wing can be folded up to reduce its overall width and further reduce the space occupied by the small manned aircraft. It is further preferred to fold towards the belly direction to form a locking structure, so that even if the folding wing locking mechanism fails during flight, it can still maintain a normally deployed state under the action of airflow.

[0046] Furthermore, the wing-body assembly has ailerons on both sides of the trailing edge and flaps on both sides of the leading edge.

[0047] Compared with existing technologies, the advantages of this invention are:

[0048] 1. This invention enables vertical takeoff and landing of an aircraft. The location of the storage space, combined with its wing-body structure design, provides better streamlinedness compared to conventional pod-type designs, significantly reducing energy consumption during flight and increasing the range of the small aircraft. Simultaneously, the fuselage is connected to the tail assembly via a telescopic component, making the aircraft smaller in its non-operational state and facilitating personnel access to the storage space within the wing-body assembly. Furthermore, the telescopic component remains deployed during flight, increasing the distance between the tail assembly and the wing-body assembly, reducing the aircraft's tendency to deviate due to airflow interference and improving stability during handling. Additionally, the deployment of the telescopic component during flight increases the effective lift area of ​​the aircraft by increasing the gap between the tail assembly and the wing-body assembly, while reducing the contact time between the airflow and the aircraft's surface, thereby reducing drag caused by friction between the aircraft surface and the air, thus reducing energy consumption during flight and further improving the cruising capability of the small manned aircraft.

[0049] 2. This invention utilizes a telescopic assembly to connect the wing-body assembly and the tail assembly. On one hand, before takeoff, the telescopic assembly is controlled in a retracted state to facilitate personnel entering the accommodation space. During takeoff, the power assembly provides upward lift, deploying the telescopic assembly to increase the torque between the tail assembly and the wing-body assembly, significantly increasing the length of the small manned aircraft. This reduces the impact of airflow interference during flight, improving the stability of the small manned aircraft. In the event of an aircraft malfunction requiring an emergency landing, the telescopic assembly can also absorb the impact force between the aircraft and the ground, increasing the buffering effect during the emergency landing and improving its safety.

[0050] 3. To further enhance the safety of this technical solution, this invention utilizes its structural layout advantages and rationally designed safety measures. Multiple safety measures are employed to protect the occupants of the aircraft, including multi-rotor emergency landing, parachute emergency landing, telescopic boom impact-resistant emergency landing, internal impact-resistant foam emergency landing, internal airbag impact protection, and external airbag emergency landing. Combining these beneficial effects, not only can the aircraft achieve vertical takeoff and landing and long-range cruise capabilities, but its safety is also significantly improved. Attached Figure Description

[0051] Figure 1 shows a three-dimensional structural diagram of the aircraft of the present invention in a ground-parked state;

[0052] Figure 2 shows a three-dimensional structural diagram of the aircraft of the present invention when it takes off from the ground;

[0053] Figure 3 shows a schematic diagram of the aircraft telescopic assembly of the present invention being a power cylinder;

[0054] Figure 4 shows a schematic diagram of the aircraft telescopic assembly of the present invention as a sliding rod;

[0055] Figure 5 shows a schematic diagram of the aircraft telescopic assembly of the present invention with an added motor gear rack mechanism;

[0056] Figure 6 shows a schematic diagram of the aircraft telescopic assembly of the present invention with added shock absorbers;

[0057] Figure 7 shows a schematic diagram of the aircraft telescopic assembly of the present invention with an added compression spring;

[0058] Figure 8 shows a schematic diagram of the addition of a permanent magnet to the aircraft telescopic assembly of the present invention;

[0059] Figure 9 shows a schematic diagram (top view) of the structure of the aircraft of the present invention during normal flight;

[0060] Figure 10 shows a schematic diagram of the aircraft door opening and the boarding device descending according to the present invention;

[0061] Figure 11 shows a schematic diagram of the interior of the manned cabin of the aircraft of the present invention;

[0062] Figure 12 shows a schematic diagram of the aircraft's outer airbag when it is deployed;

[0063] Figure 13 shows a schematic diagram of the aircraft of the present invention when it deploys its parachute for a forced landing;

[0064] Figure 14 shows a schematic diagram of the tail assembly cushioning the impact during a parachute landing of the aircraft of the present invention;

[0065] Figure 15 shows a schematic diagram (bottom view) of the structure of the aircraft of the present invention during normal flight;

[0066] Figure 16 shows the bearing indication diagram of the aircraft of the present invention during normal navigation;

[0067] Figure 17 shows a schematic diagram of the structure of the aircraft folding wing of the present invention folding towards the belly of the wing-body assembly;

[0068] Figure 18 shows a schematic diagram of the structure of the aircraft folding wing of the present invention folding towards the back of the wing-body assembly;

[0069] Figure 19 shows a schematic diagram of the structure of the aircraft of the present invention, which simultaneously employs a thrust propeller and a pull propeller.

[0070] Figure 20 shows a schematic diagram of the process from takeoff to landing of the aircraft of the present invention.

[0071] Reference numerals: 1-Aircraft, 2-Ground, 3-Power unit, 4-Wing-body assembly, 5-Telescopic assembly, 6-Tail assembly, 7-Telescopic rod, 8-Fixed rod, 9-Controller, 10-Safety valve, 11-Automatic circuit breaker valve, 12-Motor, 13-Gear, 14-Rack, 15-Energy dissipation element, 16-Shock absorber, 17-Compression spring, 18-Permanent magnet, 19-Locking assembly, 20-Bracket, 21-Vector force assembly, 22-Moving wheel, 23-Accommodation space, 24-Inner cavity wall, 25-Inner wall 26-Manned cavity, 27-Aircraft controller, 28-Door, 29-Internal protective airbag, 30-Parachute installation area, 31-Parachute, 32-External airbag installation area, 33-External airbag, 34-Emergency power compartment, 35-Power energy compartment, 36-Armor storage compartment, 37-Boarding device, 38-Folding wing, 39-Folding wing locking mechanism, 40-Horizontal tail, 41-Elevator, 42-Vertical tail, 43-Rudder, 44-Aileron, 45-Leading edge flap. Detailed Implementation

[0072] It should be noted that relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0073] The features and performance of the present invention will be further described in detail below with reference to embodiments.

[0074] Please refer to Figures 1 and 2. A vertical take-off and landing fixed-wing aircraft 1 includes a wing-body assembly 4, a tail assembly 6, and a power assembly 3. The power assembly 3 is used to provide power to the aircraft 1. A telescopic assembly 5 is provided between the wing-body assembly 4 and the tail assembly 6. The telescopic assembly 5 is used to adjust the distance between the wing-body assembly 4 and the tail assembly 6 and to provide a buffer during landing. The tail assembly 6 is used to vertically support the aircraft 1 when it is not in operation.

[0075] Further, please refer to Figures 2 and 3. The telescopic component 5 is a power cylinder with telescopic function. The power cylinder is any one of a pneumatic cylinder, a hydraulic cylinder, or an electric cylinder. The cylinder body of the power cylinder is a fixed rod 8, and the output end is a telescopic rod 7. The fixed rod 8 is fixedly connected to the wing-body component 4, and the telescopic rod 7 is connected to the tail wing component 6.

[0076] In this embodiment, the cylinder can be any one of a single-acting cylinder, a double-acting cylinder, a pneumatic-hydraulic damping cylinder, a piston cylinder, or a buffer cylinder; the hydraulic cylinder includes any one of a single-acting hydraulic cylinder or a double-acting hydraulic cylinder; the electric cylinder can be any one of a ball screw electric cylinder, a synchronous belt electric cylinder, a planetary roller screw electric cylinder, a gear 13 rack 14 electric cylinder, or a screw lifting electric cylinder.

[0077] Furthermore, the cylinder is a single-acting cylinder. In the open state, the cylinder cavity is sealed with gas. When the cylinder is extended to its limit position, the gas is under normal pressure or under preliminary compression. At this time, under normal pressure, more uncompressible gas can be accommodated. When the cylinder is filled with compressed gas, the gas can be kept under preliminary compression at the extension limit position. After the cylinder is compressed, the gas is further compressed to achieve a buffering effect. The gas is compressed when the telescopic component 5 is extended to its limit position or during the compression process, which generates a supporting force between the telescopic rod 7 and the fixed rod 8. The wing-body component 4, the fixed rod 8, the power component 3, and related attachments of the aircraft 1 constitute the supported part. Under normal conditions of the aircraft 1, the supporting force should be less than the total weight of the supported part so that the cylinder is compressed by the gravity of the supported part during landing, thereby realizing the automatic retraction function of the telescopic component 5. The compression of the telescopic component 5 is preferably less than the total weight of the supported part, but can also be set according to usage requirements.

[0078] Furthermore, the power cylinder is connected to a controller 9, through which the extension and retraction of the power cylinder can be realized; that is, the air cylinder is connected to the air source controller 9, the hydraulic cylinder is connected to the hydraulic controller 9, and the electric cylinder is connected to the electric drive controller 9, so as to realize the extension and retraction of the power cylinder.

[0079] Furthermore, when the telescopic component 5 is a cylinder, gas can be injected, released, and extracted into the telescopic component 5 through the gas source controller 9 to control the telescopic stroke of the telescopic component 5 and provide support force. When the gas source controller 9 injects compressed gas, the compressed gas will generate support force between the compression rod and the fixed rod 8. Under normal conditions of the aircraft 1, the support force should be less than the total weight of the supported part, so that during landing, the gravity of the supported part can compress the telescopic component 5. In the case of emergency landing of the aircraft 1, the pressure of the compressed gas injected into the telescopic component 5 can be increased to generate a greater support force, so as to completely or partially offset the kinetic energy of the aircraft 1 during the emergency landing, thereby improving the safety of the aircraft 1 during the emergency landing.

[0080] Furthermore, when the telescopic component 5 is a cylinder, a safety valve 10 is connected to the cylinder. When the aircraft 1 is rapidly descending or undergoing a forced landing, the pressure inside the telescopic component 5 increases sharply. When the pressure exceeds the set protection pressure, some of the gas inside the telescopic component 5 is discharged or the pressure is restored to the set value, so as to protect the telescopic component 5.

[0081] Furthermore, when the telescopic component 5 is a cylinder, a reverse airflow impact automatic circuit breaker valve 11 is installed between the cylinder and the air source controller 9 to prevent damage to the air source controller 9 from the high-speed, high-pressure airflow after the cylinder is impacted.

[0082] Further, please refer to Figures 2 and 4 above. The telescopic assembly 5 includes a fixed rod 8 and a telescopic rod 7. The fixed rod 8 is connected to the wing-body assembly 4, and the telescopic rod 7 is connected to the tail fin assembly 6. The fixed rod 8 and the telescopic rod 7 are slidably connected.

[0083] Further, please refer to Figures 2 and 5. The telescopic control between the fixed rod 8 and the telescopic rod 7 is achieved through a mechanism of motor 12 and gear 13 and rack 14. The rack 14 is fixedly connected to the fixed rod 8, the motor 12 is fixedly connected to the telescopic rod 7, the gear 13 is fixedly connected to the output end of the motor 12, and the gear 13 meshes with the teeth of the rack 14.

[0084] Furthermore, the telescopic component 5 can be controlled by the motor 12, gear 13, rack 14 mechanism to expand, contract, and stop at any position within its travel range before takeoff, during takeoff, during cruise, during landing, and after landing, that is, at any time.

[0085] Furthermore, an energy-consuming element 15 is provided; when the power supply to the motor 12 is cut off and it is connected in parallel with the energy-consuming element 15, the energy-consuming element 15 is used to convert the force compression of the telescopic component 5 into electrical energy consumption, so as to achieve the buffer landing of the aircraft 1. Furthermore, one or more of the energy-consuming element 15 and the gear 13 set of the motor 12 can be provided to achieve a better buffering effect.

[0086] Further, please refer to Figures 2, 6 and 7. A shock absorber 16 or a compression spring 17 is connected between the fixed rod 8 and the telescopic rod 7. The shock absorber 16 provides a buffering effect for the telescopic component 5 and prevents the aircraft from bouncing. The spring is used to buffer the impact when landing. When the aircraft 1 lands, it is compressed. When the aircraft 1 takes off, it can push the rear tail component 6 away from the rear component.

[0087] Further, please refer to Figures 2 and 8. The fixed rod 8 and the telescopic rod 7 are connected by a sleeve. The outer rod is a conductor, and the inner rod is equipped with a permanent magnet. The movement of the permanent magnet in the conductor generates resistance to achieve a buffering effect.

[0088] Further, please refer to Figures 2 to 8. The telescopic component 5 is provided with a locking component 19, which is used to limit the telescopic component 5 to the required position, so as to realize the fixed control of the telescopic function of the fixed rod 8 and the telescopic rod 7 before the aircraft 1 takes off, during the takeoff process, during the cruise process, during the landing process and after landing, that is, to fix the telescopic function of any process.

[0089] Furthermore, as shown in Figures 1 and 2, the fixing rod 8 is arranged inside the wing-body assembly 4 to bring the wing-body assembly 4 and the tail assembly 6 closer together when the telescopic assembly 5 is compressed.

[0090] Further, please refer to Figures 2 and 9. The power assembly 3 includes 2N+2 power groups, where N is a natural number. Each power group includes a support 20 and a vector force group 21. One end of the support 20 is connected to the wing-body assembly 4, and the other end is equipped with the vector force group 21. The installation direction of the power group is such that the direction of the thrust generated by the vector force group 21 is consistent with the heading direction of the fixed-wing cruise flight state of the aircraft 1.

[0091] Furthermore, the power assembly 3 includes four or six power groups. Under high safety requirements, six power groups can be set, while four power groups can be set in cases where the structure is simpler.

[0092] Furthermore, the power units in the power assembly 3 are arranged in a circumferential angular array on the wing-body assembly 4.

[0093] Furthermore, when the aircraft 1 is retracted and parked, the center position of the power assembly 3 after installation should be above the center of gravity of the supported part.

[0094] Furthermore, when the aircraft 1 is retracted and parked, the center point of the power component 3 after installation coincides with the projection point of the center of gravity of the aircraft 1 onto the normal plane of the ground 2.

[0095] Furthermore, the vector force group 21 is specifically either a propeller power group or a jet power group.

[0096] Furthermore, the propeller power unit can be installed on both the front and rear sides of the bracket 20, which is to further improve the pulling force of the power unit 3.

[0097] Further, please refer to Figures 2 and 15. The tail wing assembly 6 is any one of the following: V-shaped tail wing, inverted V-shaped tail wing, Y-shaped tail wing, inverted Y-shaped tail wing, X-shaped tail wing, cross-shaped tail wing, T-shaped tail wing, inverted T-shaped tail wing, U-shaped tail wing, inverted U-shaped tail wing, double T-shaped tail wing, inverted double T-shaped tail wing, and double cross-shaped tail wing.

[0098] Furthermore, the tail fin assembly 6 is equipped with moving wheels 22 for contacting the ground 2, and the number should be three or more. When the aircraft 1 is parked on the ground 2, the projection point of the overall center of gravity of the aircraft 1 onto the ground 2 should fall inside the polygonal area formed by the projection points of the centers of the multiple moving wheels 22 onto the ground 2, so as to prevent the aircraft 1 from becoming unstable when parked.

[0099] Furthermore, the tail fin assembly 6 is double cross-shaped, and the double cross-shaped tail fin assembly 6 has a horizontal tail fin 40, a vertical tail fin 42, a rudder 43, an elevator 41, and the moving wheel 22 is installed at the top and middle intersection of the cross-shaped tail fin assembly 6 in contact with the ground 2.

[0100] Further, referring to Figures 10 and 11, the wing-body assembly 4 is provided with a receiving space 23, which can be used as a cargo hold or a crew cabin; if the receiving space 23 is used as a crew cabin, it includes: an inner cavity wall 24, an inner wall filler 25, a crew cabin 26, and an aircraft 1 controller 9; the inner wall filler 25 is disposed on the inner cavity wall 24, the crew cabin 26 is composed of the inner wall filler 25, and the aircraft 1 controller 9 is located inside the crew cabin 26; the inner wall filler 25 is a flexible body; the receiving space 23 is provided with a door 28.

[0101] Furthermore, the inner cavity wall 24 is a rigid shell, and the inner wall filler 25 is a flexible body. More specifically, the inner wall filler 25 is made of foam material, and the manned cavity 26 is located inside the inner wall filler 25.

[0102] Furthermore, an internal protective airbag 29 is provided in or on the inner surface of the inner wall filling material, which can fill the manned cavity 26 during a forced landing; the internal protective airbag 29 is provided in or on the inner surface of the inner wall filling material, and is used in emergency situations. When in operation, it fills the manned cavity 26. When inflated, it is used to fill the remaining space in the manned cavity 26, surrounding and compressing the human body. The force of the compression and surrounding of the human body should ensure the safety of the person.

[0103] Furthermore, the person in the manned cavity 26 is in a standing position before takeoff, and in a prone position as the attitude of the wing-body assembly 4 changes during level flight cruise.

[0104] Furthermore, one or more accommodating spaces 23 can be provided on the wing-body assembly 4.

[0105] Furthermore, one or more of the manned cabins can be distributed along the wingspan direction in the accommodating space 23.

[0106] Further, please refer to Figure 10. Below the door 28, there is a boarding device 37. The boarding device 37 can be an electric lifting platform or a foldable ladder.

[0107] The door 28 is located on the rear of the wing-body assembly 4. The door 28 can be a single door or a double door. The purpose of placing it on the rear of the fuselage is to further improve the safety of the aircraft 1, ensuring the safety of personnel even if the locking mechanism of the door 28 malfunctions.

[0108] Furthermore, referring to Figures 9 and 13, the wing-body assembly 4 is equipped with an openable parachute 31, which is stored in the parachute 31 mounting area 30 and can be opened for parachute descent in the event of an emergency landing.

[0109] Furthermore, the parachute 31 mounting area 30 is preferably located near the nose of the aircraft, and the parachute 31 mounting area 30 is used to store the folded parachute 31.

[0110] Further, please refer to Figures 9, 12 and 15. The wing-body assembly 4 is provided with an outwardly deployable airbag 33. The outwardly deployable airbag 33 is installed in the outwardly deployable airbag 33 mounting area 32, which should be set up for the purpose of protecting the manned cabin.

[0111] Further, referring to Figure 15, the wing-body assembly 4 is provided with a power energy compartment 35, an emergency power compartment 34, and a cargo storage compartment 36; the power energy compartment 35 and the cargo storage compartment 36 are detachable from the wing-body assembly 4, and the emergency battery is installed in the non-detachable battery compartment. The purpose is that, in the event of an emergency landing, the detachable battery compartment, power battery, and cargo storage compartment 36 can be jettisoned in advance while ensuring the safety of personnel and facilities on the ground 2, so as to reduce the total weight of the aircraft 1 and achieve the beneficial effect of further improving the safety of the emergency landing.

[0112] Further, please refer to Figures 9 and 10. Below the door 28, there is a boarding device 37. The boarding device 37 can be an electric lifting platform or a foldable ladder to facilitate personnel entering the cargo compartment or passenger compartment.

[0113] Further, referring to Figures 17 and 18, the wing-body assembly 4 includes a main body, a folding wing 38, and a locking mechanism for the folding wing 38. The folding wing 38 is rotatably hinged to the main body of the wing-body assembly 4. The locking mechanism for the folding wing 38 is used to fix the folding wing 38 after it is deployed. The folding direction of the folding wing 38 can be either towards the back of the aircraft 1 or towards the belly of the aircraft 1, so that when the aircraft 1 is not taking off, the folding wing 38 part of the wing can be folded up to reduce its overall width and further reduce the space occupied by the small manned aircraft. It is further preferred to fold towards the belly to form a locking structure, so that even if the locking mechanism for the folding wing 38 fails during flight, it can still maintain a normally deployed state under the action of airflow.

[0114] Further, please refer to Figure 15, where ailerons 44 are provided on both sides of the trailing edge of the wing-body assembly 4, and flaps are provided on both sides of the leading edge.

[0115] The embodiments described above merely illustrate specific implementation methods of this application, and while the descriptions are detailed and specific, they should not be construed as limiting the scope of protection of this application. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of the technical solution of this application, and these modifications and improvements all fall within the scope of protection of this application.

[0116] This background section is provided to generally present the context of the invention. The work of the currently named inventors, the work to the extent described in this background section, and aspects of this section that did not constitute prior art at the time of application are neither expressly nor impliedly acknowledged as prior art to the invention.

Claims

1. A vertical takeoff and landing fixed-wing aircraft, comprising a wing-body assembly, a tail assembly, and a power assembly, wherein the power assembly provides power to the aircraft, characterized in that, A telescopic assembly is provided between the wing-body assembly and the tail assembly; The telescopic assembly is used to adjust the distance between the wing-body assembly and the tail assembly and to provide cushioning during landing; the tail assembly is used to vertically support the aircraft when it is not in operation.

2. A vertical takeoff and landing fixed-wing aircraft according to claim 1, characterized in that, The telescopic component is a power cylinder with telescopic function; The power cylinder can be any one of a pneumatic cylinder, a hydraulic cylinder, or an electric cylinder.

3. A vertical takeoff and landing fixed-wing aircraft according to claim 2, characterized in that, The cylinder is a single-acting cylinder; In the open state, the cylinder cavity is sealed with gas. When the cylinder is extended to its limit position, the gas is under normal pressure or under preliminary compression. After the cylinder is compressed, the gas is further compressed to achieve a buffering effect.

4. A vertical takeoff and landing fixed-wing aircraft according to claim 2, characterized in that, The power cylinder is connected to a controller; The controller enables the extension and retraction control of the power cylinder.

5. A vertical takeoff and landing fixed-wing aircraft according to claim 1, characterized in that, The telescopic assembly includes: a fixed rod and a telescopic rod; the fixed rod is connected to the wing-body assembly, the telescopic rod is connected to the tail fin assembly, and the fixed rod is slidably connected to the telescopic rod.

6. A vertical takeoff and landing fixed-wing aircraft according to claim 5, characterized in that, The extension and retraction of the fixed rod and the telescopic rod are controlled by a motor and a gear and rack mechanism.

7. A vertical takeoff and landing fixed-wing aircraft according to claim 6, characterized in that, It is equipped with energy-consuming components; When the motor is powered off and connected in parallel with the energy-consuming element, the energy-consuming element is used to convert the force compression of the telescopic assembly into electrical energy consumption.

8. A vertical takeoff and landing fixed-wing aircraft according to claim 5, characterized in that, A shock absorber or compression spring is connected between the fixed rod and the telescopic rod.

9. A vertical takeoff and landing fixed-wing aircraft according to claim 5, characterized in that, The fixed rod and the telescopic rod are connected by a sleeve. The outer rod is a conductor, and the inner rod is equipped with a permanent magnet. The resistance generated by the movement of the permanent magnet in the conductor achieves a buffering effect.

10. A vertical takeoff and landing fixed-wing aircraft according to any one of claims 1-9, characterized in that, The telescopic component is provided with a locking component for limiting the telescopic component to the desired position.

11. A vertical takeoff and landing fixed-wing aircraft according to any one of claims 1-9, characterized in that, The power assembly includes: 2N+2 power units, where N is a natural number; The power unit includes: a support frame and a vector force assembly; one end of the support frame is connected to the wing-body assembly, and the other end is equipped with the vector force assembly; The installation direction of the power unit is: the direction in which the vector force unit generates the pull should be consistent with the heading direction of the aircraft in fixed-wing cruise flight.

12. A vertical takeoff and landing fixed-wing aircraft according to any one of claims 1-9, characterized in that, The tail fin assembly is equipped with wheels for contact with the ground.

13. A vertical takeoff and landing fixed-wing aircraft according to any one of claims 1-9, characterized in that, The wing-body assembly has a storage space that can be used as a cargo hold or a crew cabin. If the accommodating space is used as a manned cabin, it includes: an inner cavity wall, an inner wall filler, a manned cavity, and a vehicle controller; the inner wall filler is disposed on the inner cavity wall, the manned cavity is composed of the inner wall filler, and the vehicle controller is located inside the manned cavity; the inner wall filler is a flexible body; the accommodating space is provided with a door.

14. A vertical takeoff and landing fixed-wing aircraft according to claim 13, characterized in that, The inner wall filling material or its inner surface is provided with an internal protective airbag, which can fill the manned cavity during a forced landing.

15. A vertical takeoff and landing fixed-wing aircraft according to any one of claims 1-9, characterized in that, The wing-body assembly is equipped with an deployable parachute.

16. A vertical takeoff and landing fixed-wing aircraft according to any one of claims 1-9, characterized in that, The wing-body assembly is equipped with deployable external airbags.

17. A vertical takeoff and landing fixed-wing aircraft according to any one of claims 1-9, characterized in that, The wing-body assembly is equipped with a power energy compartment, an emergency power compartment, and a cargo storage compartment; the power energy compartment and the cargo storage compartment are detachable from the wing-body assembly.

18. A vertical takeoff and landing fixed-wing aircraft according to claim 13, characterized in that, A boarding device is located below the gate.

19. A vertical takeoff and landing fixed-wing aircraft according to claim 1, characterized in that, The outer wing of the wing-body assembly has a folding function.

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