CN113277062A - Telescopic wing, wing interval adjusting module, aircraft and control method - Google Patents

Abstract

The invention provides a telescopic wing, a wing interval adjusting module, an aircraft and a control method, wherein the telescopic wing comprises: the aircraft comprises a fixed section, a first telescopic section, a second telescopic section, a first wing telescopic module and a second wing telescopic module; the wing spacing adjusting module comprises a telescopic unit group and a power unit; the aircraft comprises a fuselage, a telescopic wing group, a vertical take-off and landing module group, an aileron group and a wing interval adjusting module group. The invention eliminates the 'dead weight' defect of the conventional composite wing and has high pneumatic efficiency; the control moment of the invention is sufficient in vertical take-off and landing, flat flight and conversion, stable in flight and good in wind resistance; the invention can still carry out controllable flight when the engine, the propeller and the aileron part lose efficacy, and has good reliability; the wing aspect ratio and the wing interval can be adjusted in a stepless mode, and the control capability is improved.

Description

Telescopic wing, wing interval adjusting module, aircraft and control method

Technical Field

The invention relates to the technical field of aviation, in particular to a telescopic wing, a wing interval adjusting module, an aircraft and a control method.

Background

The vertical take-off and landing aircraft can take off and land vertically without the support of airports and runways, can take off and land at any place to execute tasks, and has wide application requirements in numerous fields such as power inspection, environmental protection monitoring, logistics transportation and the like. However, the conventional helicopter mode is complex to control, the flight time and the flight range are not ideal, and particularly the accident rate is very high due to the complex pneumatic mechanism and the control method; the tilt rotor aircraft partially improves the inherent defects of the helicopter, compared with the helicopter, the flight time and the flight distance of the tilt rotor aircraft are greatly improved, but the lift force and the thrust force of the tilt rotor aircraft are coupled in the vertical flying, rotating and flat flying stages and often cannot meet the control requirement, and particularly, the defects often cause accidents when external wind disturbance exists or a task with larger disturbance is executed; a novel tailstock type composite wing vertical take-off and landing fixed wing aircraft is developed in recent years, a plurality of rotors are utilized to provide lift force and control torque when the aircraft is taken off and landed vertically, then the aircraft is in a fixed wing horizontal flight mode under the pushing of fixed wing propellers, and compared with a helicopter and a tilting rotor aircraft, the aircraft is simple to control and stable in flight, but the vertical take-off and landing and the horizontal flight are controlled by two sets of power systems to work independently, so that the dead weight is overlarge, and the technical capability of the unmanned aerial vehicle is severely limited.

The patent application for application number 201811618297.2 provides a start, integrative VTOL unmanned aerial vehicle of electricity generation, is provided with the electronic vertical rotor oar that propeller propulsion engine, organism both sides wing installed control organism vertical lift respectively through the organism front portion and realizes VTOL and fly, and in addition, the motor is drive, the electricity generation is integrative, improves the unmanned aerial vehicle performance. However, the scheme has the defect of 'dead weight' of the conventional composite wing, and when the vertical rotors on the two sides of the body generate electricity in the flat flight stage, the aerodynamic force of the rotors is greatly changed periodically within 360 degrees of rotation due to high-speed flat flight, so that the electricity generation performance is influenced.

According to the patent application with the application number of 202011133841.1, a three-rotor tailstock type vertical take-off and landing unmanned aerial vehicle is provided, three rotors are formed by arranging two wing tip rotors and one vector rotor, and the three rotors and a control surface realize the flight modes of four unmanned aerial vehicles, namely a vertical flight mode, a horizontal flight mode, a vertical flight to horizontal flight transition mode and a vertical flight to vertical flight transition mode. According to the scheme, the vector rotor wing rotating plane and the wingtip rotor wing rotating plane are not in the same plane and are far away from each other in the vertical flight stage, so that the attitude control capability is weak, and in addition, the control capability of controlling the pitching channel only by the aileron is insufficient in the horizontal flight stage.

For example, patent application No. 202011182422.7 provides a four-engine double-rotor-arm vertical take-off and landing unmanned aerial vehicle and a flight control method thereof, wherein a set of rotor arms comprising two propellers are respectively arranged at the front edges of wings at two sides, and the rotor arms rotate by 90 degrees in the flight process and take off and land vertically, so that the requirements on take-off or recovery sites are reduced. In addition, the two inner flapped ailerons, the two outer flapped ailerons, the two horizontal tails and the two vertical tails of the two inner flapped ailerons are sensitive to the influence of external wind disturbance in the vertical stage, and the vertical take-off and landing performance is further reduced.

For example, patent application No. 201711299695.8 discloses a foldable wing, which realizes stepless adjustment of the telescopic length of the wing through a flexible skin and a telescopic rod, and an aileron is arranged on a fixed part of the wing for attitude control. However, when the folding part wing is not completely unfolded in the scheme, the aerodynamic appearance of the folding part wing is influenced, and the aerodynamic performance of the whole machine is greatly reduced; and the ailerons are arranged on the fixed part of the wings and close to the fuselage, the control arm of force is shorter, and the control performance is poor.

Patent application for application number 201911356668.9 provides a variable unmanned aerial vehicle, stretches out and draws back to outer section wing through installation rack and pinion drive mechanism. However, the scheme requires a large lifting field, does not have ailerons and vertical tails, and has poor control stability in horizontal flight.

Disclosure of Invention

The invention provides a telescopic wing, a wing interval adjusting module, an aircraft and a control method for solving the problems.

In order to achieve the purpose, the invention adopts the following specific technical scheme:

an aircraft comprises a fuselage, a telescopic wing group, a vertical take-off and landing module group for providing power, an aileron group for realizing steering and a wing interval adjusting module group for connecting the fuselage and the telescopic wing group;

the wing interval adjusting module group comprises a first wing interval adjusting module and a second wing interval adjusting module, and the first wing interval adjusting module and the second wing interval adjusting module are symmetrically distributed relative to the fuselage and are fixedly connected with the fuselage;

the telescopic wing group comprises a first telescopic wing and a second telescopic wing, the first telescopic wing and the second telescopic wing are symmetrically distributed relative to the fuselage, two ends of a first wing interval adjusting module and two ends of a second wing interval adjusting module are respectively fixedly connected with the first telescopic wing and the second telescopic wing, and the first wing interval adjusting module and the second wing interval adjusting module synchronously extend and retract to adjust the distance between the first telescopic wing and the second telescopic wing;

the vertical take-off and landing module group comprises four vertical take-off and landing modules with the same structure, each vertical take-off and landing module comprises a propeller for providing lift force and an engine for driving the propeller to rotate, and the four vertical take-off and landing modules are respectively fixed at two ends of the first telescopic wing and the second telescopic wing;

the aileron group is fixed on the surfaces of the first adjustable wing and the second adjustable wing and is symmetrically distributed relative to the fuselage.

Preferably, the first retractable wing and the second retractable wing have the same structure and respectively comprise a fixed section, a first retractable section and a second retractable section which are symmetrical relative to the fixed section, a first wing retractable module for driving the first retractable section to retract and a second wing retractable module for driving the second retractable section to retract;

the shapes of the first telescopic section and the second telescopic section are matched with the shape of the hollow area of the fixed section; two ends of the first wing telescopic module are respectively fixedly connected with the fixed section and the first telescopic section, and the first wing telescopic module drives a local area of the first telescopic section to be telescopic in a hollow area of the fixed section;

the two ends of the second wing telescopic module are respectively fixedly connected with the fixed section and the second telescopic section, and the second wing telescopic module drives the local area of the second telescopic section to stretch in the hollow area of the fixed section.

Preferably, the first wing telescopic module and the second wing telescopic module have the same structure and respectively comprise a power unit, a worm wheel and a connecting rod;

the output end of the power unit is fixedly connected with the worm, the worm is meshed with the worm wheel, one end of the connecting rod is fixedly connected with the worm wheel, and the other end of the connecting rod is fixedly connected with the first telescopic section or the second telescopic section;

the worm is driven to rotate through the power unit, the worm wheel is driven to do linear motion, the worm wheel drives the connecting rod to do telescopic motion, and then the first telescopic section or the second telescopic section is driven to stretch.

Preferably, the first wing expansion module and the second wing expansion module have the same structure and further comprise a substrate for fixing the first wing expansion module and the second wing expansion module; the shape of the base plate is matched with the shape of the surface of the fixed section and fixedly connected with the surface of the fixed section, and the power units of the first wing telescopic module and the second wing telescopic module are fixedly connected with the base plate.

Preferably, the aileron group comprises four fixed section ailerons, four telescopic section ailerons and eight steering engines for controlling the fixed section ailerons and the telescopic section ailerons; the four fixed section ailerons and the corresponding steering engines are respectively fixed on the surfaces of the fixed sections of the first telescopic wing and the second telescopic wing and are symmetrically distributed relative to the fuselage; the four telescopic section ailerons and the corresponding steering engines are respectively fixed on the surfaces of the first telescopic section and the second telescopic section of the first telescopic wing and the surfaces of the first telescopic section and the second telescopic section of the second telescopic wing, and are symmetrically distributed relative to the fuselage; the fixed-section ailerons are used as ailerons when the first and second telescopic sections of the first and second telescopic wings are in a contracted state, and are used as flaps when the first and second telescopic sections of the first and second telescopic wings are in an extended state.

Preferably, the first wing interval adjusting module and the second wing interval adjusting module have the same structure and respectively comprise a telescopic unit group for adjusting the wing interval and a power unit for driving the telescopic unit group to extend and retract;

the telescopic unit group comprises a first telescopic unit and a second telescopic unit; the first telescopic unit is connected with the fixed section of the first telescopic wing, the second telescopic unit is connected with the fixed section of the second telescopic wing, and the power unit drives the first telescopic unit and the second telescopic unit to be telescopic so as to adjust the distance between the first telescopic wing and the second telescopic wing.

Preferably, the first telescopic unit comprises a first rack and a first guide rail, the first rack moves linearly along the first guide rail, and one end of the first rack is connected with the fixed section of the first telescopic wing;

the second telescopic unit comprises a second rack and a second guide rail, the second rack linearly moves along the second guide rail, and one end of the second rack is connected with the fixed section of the second telescopic wing;

the power unit comprises a power motor and a power gear, the power gear is sleeved on an output shaft of the power motor and is meshed with the first rack and the second rack, the power gear is driven to rotate by the power motor to drive the first rack and the second rack to move in the opposite direction, and the distance between the first telescopic wing and the second telescopic wing is adjusted.

Preferably, the same structure of the first wing interval adjusting module and the second wing interval adjusting module further comprises a cabling channel for cabling, and a bottom plate for fixing the power unit, the first guide rail, the second guide rail and the cabling channel; the power unit, the first guide rail, the second guide rail and the wiring groove are fixedly connected with the bottom plate.

Preferably, the same structure of the first wing interval adjusting module and the second wing interval adjusting module further comprises a shell for protecting the telescopic unit group, the power unit, the cabling channel and the bottom plate; the outer shell is arranged on the outermost side of the wing spacing adjusting module.

Preferably, the first retractable wing and the second retractable wing are both sweepback type flying wings, and sweepback angles of the first retractable wing and the second retractable wing are equal.

Preferably, the sweep back angle is in the range of 5 ° to 70 °.

Preferably, the first retractable wing and/or the second retractable wing are provided with a dihedral or a anhedral angle.

Preferably, neither the dihedral nor the anhedral angle is greater than 45 °.

Preferably, the minimum spacing between the first retractable wing and the second retractable wing is greater than the root chord length of the first retractable wing and the second retractable wing.

Preferably, the first retractable wing and/or the second retractable wing are high-lift airfoil wings.

Preferably, the first telescopic wing and the second telescopic wing are both provided with wing mounting holes and wing wiring holes, the first wing spacing adjustment module and the second wing spacing adjustment module are respectively provided with a first mounting hole and a first wiring hole at positions corresponding to the wing mounting holes and the wing wiring holes, the first telescopic wing is fixedly connected with the first wing spacing adjustment module and the second telescopic wing is fixedly connected with the second wing spacing adjustment module through the matching of the wing mounting holes and the first mounting holes, and the first telescopic wing is connected with the wiring harness of the first wing spacing adjustment module and the second telescopic wing is connected with the wiring harness of the second wing spacing adjustment module through the matching of the wing wiring holes and the first wiring holes.

Preferably, the vertical take-off and landing module further comprises an engine cabin for fixing an engine, and a vertical stabilizing support leg for assisting vertical lifting;

the propeller is fixedly connected with the output end of the engine, the engine is fixedly connected with the engine cabin, and the engine cabin and the vertical stabilizing support legs are respectively and fixedly connected with the first telescopic section or the second telescopic section of the first telescopic wing and the first telescopic section or the second telescopic section of the second telescopic wing.

Preferably, the axes of rotation of the propellers of the four vtol modules are parallel to each other.

Preferably, the mutually parallel axes of rotation are parallel to or at an angle to the chord lines of the first and second retractable wings.

Preferably, the included angle is less than 30 °.

Preferably, the propellers of the two vertical take-off and landing modules fixed on the first telescopic wing rotate in opposite directions; the rotation directions of the propellers of the two vertical take-off and landing modules fixed on the second telescopic wing are opposite; the propellers of the two vertical take-off and landing modules which are fixed on the first telescopic wing and the second telescopic wing and are positioned at the same side have the same rotating direction.

Preferably, the engine is an electric motor or a hybrid electric-oil engine.

Preferably, the vertical stabilizer feet are of a symmetrical wing-shaped structure and are fixedly connected with the surface of the engine cabin, which faces away from the propeller.

Preferably, the four flexible section ailerons are respectively located at four preset flexible section aileron positions around the engine cabin, the four fixed section ailerons are respectively located at four preset fixed section aileron positions at two ends of the fixed section of the first flexible wing and at two ends of the fixed section of the second flexible wing, and the four preset flexible section aileron positions and the four preset fixed section aileron positions are symmetrically distributed relative to the fuselage.

Preferably, the surface of the fuselage is provided with symmetrically distributed fuselage mounting holes and fuselage wiring holes, the positions corresponding to the fuselage mounting holes and the fuselage wiring holes on the first wing interval adjusting module and the second wing interval adjusting module are respectively provided with second mounting holes and second wiring holes, the fuselage is respectively fixedly connected with the first wing interval adjusting module and the second wing interval adjusting module through the cooperation of the fuselage mounting holes and the second mounting holes, and the wiring harness of the fuselage is connected with the wiring harness of the first wing interval adjusting module and the wiring harness of the fuselage is connected with the wiring harness of the second wing interval adjusting module through the cooperation of the fuselage wiring holes and the second wiring holes.

Preferably, the rear ends of the four engine cabins are respectively provided with a horizontal tail.

Preferably, the shape of the first wing interval adjusting module and the shape of the second wing interval adjusting module are both symmetrical wing profiles.

Preferably, a first vertical fin is mounted at the trailing edge of the first wing interval adjusting module, and a second vertical fin is mounted at the trailing edge of the second wing interval adjusting module.

The flight control method of the aircraft comprises the following control methods:

control of vertical take-off and landing: the first telescopic wing and the second telescopic wing are both in a contraction state, the first wing interval adjusting module and the second wing interval adjusting module are both in a contraction state, so that the first telescopic wing and the second telescopic wing are in a small interval state, and the course angle, the pitch angle, the roll angle and the altitude channel of the aircraft are controlled through the lift force of the propeller, the aerodynamic force of the first telescopic wing and the second telescopic wing and the aerodynamic force of the aileron group;

controlling the flat flight: the first telescopic wing and the second telescopic wing are both in an extension state, the first wing interval adjusting module and the second wing interval adjusting module are both in an extension state, so that the first telescopic wing and the second telescopic wing are in a large interval state, and the course angle, the pitch angle, the roll angle and the altitude channel of the aircraft are controlled through the aerodynamic force of the first telescopic wing and the second telescopic wing and the aerodynamic force of the aileron group; when the manipulation capability of the aerodynamic force of the first telescopic wing, the second telescopic wing and the aileron group is not enough, the difference is carried out through the lift force of the propeller to generate compensation aerodynamic force;

controlling hovering: the first telescopic wing and the second telescopic wing are both in an extension state, the first wing interval adjusting module and the second wing interval adjusting module are both in an extension state, so that the first telescopic wing and the second telescopic wing are in a large interval state, and the course angle, the pitch angle, the roll angle and the altitude channel of the aircraft are controlled through the lift force of the propeller, the aerodynamic force of the first telescopic wing and the second telescopic wing and the aerodynamic force of the aileron group;

control of transition from vertical takeoff to flat flight: the first telescopic wing and the second telescopic wing are switched from a contraction state to an extension state, the first wing spacing adjusting module and the second wing spacing adjusting module are switched from the contraction state to the extension state, the first telescopic wing and the second telescopic wing are switched from a small spacing state to a large spacing state, and the course angle, the pitch angle, the roll angle and the altitude channel of the aircraft are controlled through the lift force of the propeller, the aerodynamic force of the first telescopic wing and the second telescopic wing and the aerodynamic force of the aileron group;

control of transition from flat flight to vertical descent: the first telescopic wing and the second telescopic wing are switched to a contracted state from an expanded state, the first wing spacing adjusting module and the second wing spacing adjusting module are switched to a contracted state from an expanded state, the first telescopic wing and the second telescopic wing are switched to a small spacing state from a large spacing state, and the course angle, the pitch angle, the roll angle and the altitude channel of the aircraft are controlled through the lift force of the propeller, the aerodynamic force of the first telescopic wing and the second telescopic wing and the aerodynamic force of the aileron group.

Preferably, in controlling the vertical take-off and landing, hovering and transitioning from flat flight to vertical landing of the aircraft, controlling the heading, pitch and roll angles of the aircraft comprises the steps of:

generating a yawing moment through differential motion of the ailerons, and controlling the course angle of the aircraft;

generating a pitching moment through the differential motion of the propeller and the linkage of the ailerons to control the pitching angle of the aircraft;

the rolling torque is generated through the differential motion of the propeller, and the rolling angle of the aircraft is controlled.

Preferably, in the process of controlling the horizontal flight of the aircraft and switching from vertical takeoff to horizontal flight, the step of controlling the heading angle, the pitch angle and the roll angle of the aircraft comprises the following steps:

generating a yawing moment through differential motion of the propellers, and controlling the course angle of the aircraft;

generating a pitching moment through the differential motion of the propeller and the linkage of the ailerons to control the pitching angle of the aircraft;

the rolling moment is generated through the differential motion of the ailerons, and the rolling angle of the aircraft is controlled.

The invention can obtain the following technical effects:

(1) the defects of 'dead weight' of the conventional composite wing are eliminated, and the aerodynamic efficiency is high.

(2) The control torque on the four channels of pitching, rolling, course and height is sufficient during vertical take-off and landing, horizontal flight and conversion, the flight is stable, and the wind resistance is good.

(3) The controllable flight can be still carried out when the engine, the propeller and the aileron part fail, and the reliability is good.

(4) The wing aspect ratio and the wing interval can be adjusted in a stepless mode, the inherent defects that the vertical take-off and landing aircraft is large in windward area and weak in wind resistance in the vertical take-off and landing stage are overcome, and the control capability of the vertical take-off and landing, flat flight and full flight conversion process is improved.

Drawings

FIG. 1 is an isometric view of an aircraft according to an embodiment of the invention;

FIG. 2 is a schematic structural diagram of a fixed segment of a retractable wing according to an embodiment of the present invention;

FIG. 3 is a schematic diagram of a first telescoping section of a retractable wing according to an embodiment of the invention;

fig. 4 is a schematic structural view of a first wing-telescopic module, a second wing-telescopic module and a base plate of the telescopic wing according to the embodiment of the invention;

FIG. 5 is a schematic view of the internal structure of a wing pitch adjustment module according to an embodiment of the invention;

FIG. 6 is a schematic view of a wing pitch adjustment module according to an embodiment of the invention;

fig. 7 is a schematic view of embodiment 1 of an aircraft according to an embodiment of the invention;

FIG. 8 is a schematic view of a fuselage according to an embodiment of the invention;

FIG. 9 is a schematic illustration of embodiment 2 of an aircraft according to an embodiment of the invention;

fig. 10 is a schematic view of embodiment 3 of an aircraft according to an embodiment of the invention.

Wherein the reference numerals include: the aircraft comprises an aircraft body 1, a first telescopic wing 2, a second telescopic wing 3, a first wing spacing adjusting module 4, a second wing spacing adjusting module 5, a fixed section 2-1, a first telescopic section 2-2, a fixed section aileron 6-1, a steering engine 6-2, a telescopic section aileron 6-3, an engine cabin 7-1, a vertical stabilizer 7-2, a base plate 2-3, a first power unit 2-4, a first worm 2-5, a first worm wheel 2-6, a first connecting rod 2-7, a second power unit 2-8, a second worm 2-9, a second worm wheel 2-10, a second connecting rod 2-11, a first rack 4-1, a first guide rail 4-2, a second rack 4-3, a second guide rail 4-4, a power gear 4-5, 4-6 parts of wiring grooves, 4-7 parts of bottom plate, 4-8 parts of shell, 4-9 parts of first mounting hole, 4-10 parts of first wiring hole, 4-11 parts of second mounting hole, 4-12 parts of second wiring hole, 1-1 part of machine body mounting hole, 1-2 parts of machine body wiring hole and 1-3 parts of cabin cover.

Detailed Description

In order to make the objects, technical solutions and advantages of the present invention more apparent, the present invention will be described in further detail below with reference to the accompanying drawings and specific embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and are not to be construed as limiting the invention.

As shown in fig. 1 and 7, an aircraft provided in an embodiment of the present invention includes a fuselage 1, and further includes a retractable wing group, a vertical take-off and landing module group for providing power, an aileron group for achieving steering, and a wing interval adjustment module group for connecting the fuselage 1 and the retractable wing group;

the wing interval adjusting module group comprises a first wing interval adjusting module 4 and a second wing interval adjusting module 5, and the first wing interval adjusting module 4 and the second wing interval adjusting module 5 are symmetrically distributed relative to the central axis of the fuselage 1 and are fixedly connected with the fuselage 1;

the telescopic wing group comprises a first telescopic wing 2 and a second telescopic wing 3, the first telescopic wing 2 and the second telescopic wing 3 are symmetrically distributed relative to the central axis of the fuselage 1, the adverse aerodynamic coupling effect between the first telescopic wing 2 and the second telescopic wing 3 is reduced, two ends of a first wing interval adjusting module 4 and a second wing interval adjusting module 5 are respectively fixedly connected with the first telescopic wing 2 and the second telescopic wing 3, the first wing interval adjusting module 4 and the second wing interval adjusting module 5 are synchronously telescopic, the wing inclination caused by the different lengths of the two wing interval adjusting modules is prevented, and the distance between the first telescopic wing 2 and the second telescopic wing 3 is adjusted;

the vertical take-off and landing module group comprises four vertical take-off and landing modules with the same structure, each vertical take-off and landing module comprises a propeller for providing lift force and an engine for driving the propeller to rotate, and the four vertical take-off and landing modules are respectively fixed at two ends of the first telescopic wing 2 and the second telescopic wing 3; the propeller of the vertical take-off and landing module provides power for the aircraft to take off and land vertically, hover and fly horizontally.

The aileron group is fixed on the surfaces of the first adjustable wing and the second adjustable wing and is symmetrically distributed relative to the fuselage 1; the ailerons are driven by the steering engine 6-2 to change the form, so that the flight direction of the aircraft is changed;

the fuselage 1 is of a hollow cabin structure and comprises cabin covers 1-3, and objects are carried through the hollow cabin.

As shown in fig. 2 to 4, in an embodiment of the present invention, the first retractable wing 2 and the second retractable wing 3 have the same structure, and respectively include a fixed section 2-1, a first retractable section 2-2 and a second retractable section symmetrical to the fixed section 2-1, a first wing retractable module for driving the first retractable section 2-2 to retract, and a second wing retractable module for driving the second retractable section to retract;

the shapes of the first telescopic section 2-2 and the second telescopic section are matched with the shape of the hollow area of the fixed section 2-1; two ends of the first wing telescopic module are respectively fixedly connected with the fixed section 2-1 and the first telescopic section 2-2, and the first wing telescopic module drives a local area of the first telescopic section 2-2 to be telescopic in a hollow area of the fixed section 2-1;

two ends of the second wing telescopic module are respectively fixedly connected with the fixed section 2-1 and the second telescopic section, and the second wing telescopic module drives a local area of the second telescopic section to be telescopic in a hollow area of the fixed section 2-1.

In one embodiment of the invention, the first wing expansion module and the second wing expansion module have the same structure and respectively comprise a power unit, a worm wheel and a connecting rod; the first wing telescopic module comprises a first power unit 2-4, a first worm 2-5, a first worm wheel 2-6 and a first connecting rod 2-7; the second wing expansion module comprises a second power unit 2-8, a second worm 2-9, a second worm wheel 2-10 and a second connecting rod 2-11;

the output end of the power unit is fixedly connected with the worm, the worm is meshed with the worm wheel, one end of the connecting rod is fixedly connected with the worm wheel, and the other end of the connecting rod is fixedly connected with the first telescopic section 2-2 or the second telescopic section;

the worm is driven to rotate through the power unit, the worm wheel is driven to do linear motion, the worm wheel drives the connecting rod to do telescopic motion, and then the first telescopic section 2-2 or the second telescopic section is driven to stretch.

In one embodiment of the invention, the same structure of the first wing telescoping module and the second wing telescoping module further comprises a base plate 2-3 for fixing the first wing telescoping module and the second wing telescoping module; the shape of the base plate 2-3 is matched with that of the surface of the fixed section 2-1 and fixedly connected with the surface of the fixed section 2-1, and the power units of the first wing telescopic module and the second wing telescopic module are fixedly connected with the base plate 2-3.

In one embodiment of the invention, the aileron group comprises four fixed-section ailerons 6-1, four telescopic-section ailerons 6-3 and eight steering engines 6-2 for controlling the fixed-section ailerons 6-1 and the telescopic-section ailerons 6-3; the four fixed section ailerons 6-1 and the corresponding steering engines 6-2 are respectively fixed on the surfaces of the fixed sections 2-1 of the first telescopic wing 2 and the second telescopic wing 3 and are symmetrically distributed relative to the central axis of the fuselage 1; the four telescopic section ailerons 6-3 and the corresponding steering engines 6-2 are respectively fixed on the surfaces of the first telescopic section 2-2 and the second telescopic section of the first telescopic wing 2 and the first telescopic section 2-2 and the second telescopic section of the second telescopic wing 3 and are symmetrically distributed relative to the central axis of the fuselage 1; the fixed-section ailerons 6-1 are used as ailerons when the first and second telescopic sections 2-2 and 3 of the first and second telescopic wings 2 and 3 are in a contracted state, and as flaps when the first and second telescopic sections 2-2 and 3 of the first and second telescopic wings 2 and 3 are in an extended state.

As shown in fig. 5, in an embodiment of the present invention, the first wing interval adjusting module 4 and the second wing interval adjusting module 5 have the same structure, and respectively include a telescopic unit group for adjusting a wing interval, and a power unit for driving the telescopic unit group to extend and retract;

the telescopic unit group comprises a first telescopic unit and a second telescopic unit; the first telescopic unit is connected with the fixed section 2-1 of the first telescopic wing 2, the second telescopic unit is connected with the fixed section 2-1 of the second telescopic wing 3, and the power unit drives the first telescopic unit and the second telescopic unit to be telescopic so as to adjust the distance between the first telescopic wing 2 and the second telescopic wing 3.

In one embodiment of the invention, the first telescopic unit comprises a first rack 4-1 and a first guide rail 4-2, the first rack 4-1 moves linearly along the first guide rail 4-2, and the straightness of the first rack 4-1 during movement is maintained through the first guide rail 4-2; one end of a first rack 4-1 is connected with a fixed section 2-1 of a first telescopic wing 2, and the first wing is driven to move by the movement of the first rack 4-1;

the second telescopic unit comprises a second rack 4-3 and a second guide rail 4-4, the second rack 4-3 makes linear motion along the second guide rail 4-4, and the straightness of the second rack 4-3 during motion is kept through the second guide rail 4-4; one end of a second rack 4-3 is connected with the fixed section 2-1 of the second telescopic wing 3, and the second wing is driven to move by the movement of the second rack 4-3;

the power unit comprises a power motor and a power gear 4-5, the power gear 4-5 is sleeved on an output shaft of the power motor, the power gear 4-5 is meshed with the first rack 4-1 and the second rack 4-3, the power gear 4-5 is driven to rotate through the power motor, the first rack 4-1 and the second rack 4-3 are driven to move in the reverse direction, and the distance between the first telescopic wing 2 and the second telescopic wing 3 is adjusted.

In one embodiment of the invention, the same structure of the first wing interval adjusting module 4 and the second wing interval adjusting module 5 further comprises a wiring groove 4-6 for wiring, a bottom plate 4-7 for fixing the power unit, the first guide rail 4-2, the second guide rail 4-4 and the wiring groove 4-6; the power unit, the first guide rail 4-2, the second guide rail 4-4 and the wiring groove 4-6 are fixedly connected with the bottom plate 4-7; the wiring harnesses are restrained through the wiring grooves 4-6 with the hollow structures, so that the wiring harnesses are prevented from contacting the moving device and blocking the moving device to move; the parts are fixed through the bottom plates 4-7, the relative positions of the parts are ensured, and the stable work of the first wing interval adjusting module 4 and the second wing interval adjusting module 5 is ensured.

As shown in fig. 6, in one embodiment of the present invention, the same structure of the first wing interval adjustment module 4 and the second wing interval adjustment module 5 further includes a housing 4-8 for protecting the telescopic unit group, the power unit, the cabling channel 4-6 and the bottom plate 4-7; the outer shells 4-8 are arranged at the outermost sides of the wing spacing adjusting modules; the other parts are protected by the shells 4-8, and the interference or damage of the outside to the other parts is reduced.

In one embodiment of the invention, the first retractable wing 2 and the second retractable wing 3 are both sweepback type flyers, and the sweepback angles of the first retractable wing 2 and the second retractable wing 3 are equal.

In one embodiment of the invention, the sweep back angle is in the range of 5 to 70.

In one embodiment of the invention, the first retractable wing 2 and/or the second retractable wing 3 are provided with dihedral angles or anhedral angles.

In one embodiment of the invention, neither the dihedral nor the anhedral angle are greater than 45 °.

In one embodiment of the present invention, the minimum distance between the first retractable wing 2 and the second retractable wing 3 is greater than the root chord length of the first retractable wing 2 and the second retractable wing 3, which is the chord length at the center of the wing, and the aerodynamic efficiency is improved by controlling the minimum distance.

In one embodiment of the invention, the first retractable wing 2 and/or the second retractable wing 3 are high-lift airfoil wings.

In one embodiment of the invention, as shown in fig. 6, the first retractable wing 2 and the second retractable wing 3 are each provided with a wing mounting hole and a wing routing hole, the positions of the first wing interval adjusting module 4 and the second wing interval adjusting module 5 corresponding to the wing mounting holes and the wing wiring holes are respectively provided with a first mounting hole 4-9 and a first wiring hole 4-10, the first telescopic wing 2 is fixedly connected with the first wing interval adjusting module 4 and the second telescopic wing 3 is fixedly connected with the second wing interval adjusting module 5 through the matching of the wing mounting holes and the first mounting holes 4-9, the first telescopic wing 2 is connected with the wire harness of the first wing interval adjusting module 4 and the second telescopic wing 3 is connected with the wire harness of the second wing interval adjusting module 5 through the matching of the wing wiring holes and the first wiring holes 4-10.

As shown in FIG. 3, in one embodiment of the invention, the vertical take-off and landing module further comprises an engine compartment 7-1 for fixing the engine, and a vertical stabilizer 7-2 for assisting vertical lifting;

the propeller is fixedly connected with the output end of the engine, the engine is fixedly connected with an engine cabin 7-1, and the engine cabin 7-1 and the vertical stabilizing support leg 7-2 are respectively and fixedly connected with a first telescopic section 2-2 or a second telescopic section of the first telescopic wing 2 and a first telescopic section 2-2 or a second telescopic section of the second telescopic wing 3; the vertical stable support leg 7-2 provides support during vertical take-off and landing and improves the course stability during flat flight.

In one embodiment of the invention, the axes of rotation of the propellers of the four vtol modules are parallel to each other.

In one embodiment of the invention, the mutually parallel axes of rotation are parallel to or at an angle to the chord lines of the first and second retractable wings 2, 3.

In one embodiment of the invention, the included angle is less than 30 °.

In one embodiment of the invention, the propellers of the two vtol modules fixed to the first telescopic wing 2 rotate in opposite directions; the propellers of the two vertical take-off and landing modules fixed on the second telescopic wing 3 rotate in opposite directions; the propellers of the two vertical take-off and landing modules which are fixed on the first telescopic wing 2 and the second telescopic wing 3 and are positioned at the same side have the same rotating direction; the upper washing trend of wing tip airflow is inhibited, and the pneumatic efficiency is improved.

In one embodiment of the invention, the engine is an electric motor or a hybrid electric motor; the oil-electricity hybrid power engine is composed of an internal combustion engine and an electric power generation all-in-one machine, when the aircraft flies flatly, the internal combustion engine can drive the propeller to generate flatly flying tensile force, so that the electric power generation all-in-one machine is in a power generation state, namely, the propeller rotates relatively to incoming flow to generate power and stores the power in the storage battery in a windward state, the rotation plane of the propeller is perpendicular to the relatively to incoming flow, the air power of the propeller in a 360-degree rotation range is guaranteed to be uniform, and the pre-stored electric quantity is optimized to improve the pneumatic efficiency.

In one embodiment of the invention, the vertical stabilizer 7-2 is of a symmetrical wing-shaped structure and is fixedly connected with the surface of the engine cabin 7-1, which is far away from the propeller; reduce aerodynamic interference and improve the aerodynamic stability in vertical take-off and landing and during flying.

In one embodiment of the invention, four flexible section ailerons 6-3 are respectively positioned at four preset flexible section ailerons 6-3 positions around an engine cabin 7-1, four fixed section ailerons 6-1 are respectively positioned at two ends of a fixed section 2-1 of a first flexible wing 2 and four preset fixed section ailerons 6-1 positions at two ends of a fixed section 2-1 of a second flexible wing 3, and the four preset flexible section ailerons 6-3 positions and the four preset fixed section ailerons 6-1 positions are symmetrically distributed relative to a fuselage 1; the position of the preset telescopic section aileron 6-3 and the position of the preset fixed section aileron 6-1 are both as close to the wingtips as possible, so that the slip flow of the propeller is fully utilized to improve the control moment.

As shown in fig. 8, in one embodiment of the present invention, the surface of the body 1 is provided with symmetrically distributed body mounting holes 1-1 and body wiring holes 1-2, the positions of the first wing interval adjusting module 4 and the second wing interval adjusting module 5 corresponding to the fuselage mounting hole 1-1 and the fuselage wiring hole 1-2 are respectively provided with a second mounting hole 4-11 and a second wiring hole 4-12, the fuselage 1 is respectively fixedly connected with the first wing interval adjusting module 4 and the second wing interval adjusting module 5 through the matching of the fuselage mounting hole 1-1 and the second mounting hole 4-11, through the matching of the fuselage wiring hole 1-2 and the second wiring hole 4-12, the wiring harness of the fuselage 1 is connected with the wiring harness of the first wing interval adjusting module 4, and the wiring harness of the fuselage 1 is connected with the wiring harness of the second wing interval adjusting module 5.

In one embodiment of the invention, the rear ends of the four engine cabins 7-1 are respectively provided with a horizontal tail, and the control capability and the robustness of the whole aircraft in horizontal and vertical flight are further increased by arranging the horizontal tail at the rear end of each engine cabin 7-1.

In one embodiment of the invention, the profile of the first wing interval adjustment module 4 and the profile of the second wing interval adjustment module 5 are both symmetrical wing profiles.

In one embodiment of the invention, a first vertical fin is arranged at the rear edge of the first wing interval adjusting module 4, a second vertical fin is arranged at the rear edge of the second wing interval adjusting module 5, and the heading control capability and the robustness are further enhanced by arranging the vertical fins.

FIGS. 7, 9 and 10 are three embodiments of the present invention;

the first retractable wing 2 of embodiment 1 shown in fig. 7 has a dihedral angle, and the second retractable wing 3 has a dihedral angle;

as shown in fig. 9, the first telescopic wing 2 and the second telescopic wing 3 of the embodiment 2 have no dihedral angle, the lift force of the first telescopic wing 2 and the second telescopic wing 3 is larger, and the engine tension is larger when the aircraft is in flat flight;

the first retractable wing 2 of embodiment 3 shown in fig. 10 has a dihedral angle, and the second retractable wing 3 has no dihedral angle.

The flight control method of the aircraft comprises the following control methods:

control of vertical take-off and landing: the first telescopic wing 2 and the second telescopic wing 3 are both in a contracted state so as to reduce the wing area and reduce the wind disturbance influence, thereby improving the control capability and stability in the vertical take-off and landing stage; the first wing interval adjusting module 4 and the second wing interval adjusting module 5 are both in a contraction state, so that the first telescopic wing 2 and the second telescopic wing 3 are in a small interval state, and the pneumatic efficiency and the control capability are improved; the course angle, the pitch angle, the roll angle and the altitude channel of the aircraft are controlled through the lift force of the propeller, the aerodynamic force of the first telescopic wing 2 and the second telescopic wing 3 and the aerodynamic force of the aileron group; the lifting force of the propeller, the aerodynamic force of the first telescopic wing 2 and the second telescopic wing 3 and the moment arm of the aerodynamic force relative to the mass center of the aileron group are all large, the control moment of a course angle, a pitch angle, a roll angle and a height channel is sufficient, the control in a vertical take-off and landing mode is stable, the robustness is good, and the external disturbance capacity such as wind disturbance resistance is strong; the controllable flight can be still carried out when the aileron part fails, and the reliability is good.

Controlling the flat flight: the first telescopic wing 2 and the second telescopic wing 3 are both in a stretching state, and the wing area and the aspect ratio of the whole machine are increased so as to increase the lifting force and the control moment of the whole machine; the first wing interval adjusting module 4 and the second wing interval adjusting module 5 are both in an extension state, so that the first telescopic wing 2 and the second telescopic wing 3 are in a large interval state, and the lift-drag ratio and the pneumatic efficiency are improved; the course angle, the pitch angle, the roll angle and the altitude channel of the aircraft are controlled through the aerodynamic force of the first telescopic wing 2 and the second telescopic wing 3 and the aerodynamic force of the aileron group; when the aerodynamic control capacity of the first telescopic wing 2, the second telescopic wing 3 and the aileron group is insufficient, the difference is carried out through the lifting force of the propeller to generate compensation aerodynamic; the safe level flight can be realized at a very low speed, and the stall defect of the conventional fixed wing is avoided; the controllable flight can still be carried out when the engine, the propeller or the aileron part fails, and the reliability is good.

Controlling hovering: the first telescopic wing 2 and the second telescopic wing 3 are both in a stretching state, and the wing area and the aspect ratio of the whole machine are increased so as to increase the lifting force and the control moment of the whole machine; the first wing interval adjusting module 4 and the second wing interval adjusting module 5 are both in an extension state, so that the first telescopic wing 2 and the second telescopic wing 3 are in a large interval state, and the lift-drag ratio and the pneumatic efficiency are improved; the course angle, the pitch angle, the roll angle and the altitude channel of the aircraft are controlled through the lift force of the propeller, the aerodynamic force of the first telescopic wing 2 and the second telescopic wing 3 and the aerodynamic force of the aileron group;

control of transition from vertical takeoff to flat flight: the first telescopic wing 2 and the second telescopic wing 3 are switched from a contraction state to an extension state to increase the wing area and the aspect ratio, so that the lift force and the control moment of the whole machine are increased, and the stability is improved; the first wing interval adjusting module 4 and the second wing interval adjusting module 5 are switched from a contraction state to an extension state, so that the first telescopic wing 2 and the second telescopic wing 3 are switched from a small interval state to a large interval state, and the course angle, the pitch angle, the roll angle and the altitude channel of the aircraft are controlled through the lift force of the propeller, the aerodynamic force of the first telescopic wing 2 and the second telescopic wing 3 and the aerodynamic force of the aileron group; the lifting force of the propeller, the aerodynamic force of the first telescopic wing 2 and the second telescopic wing 3 and the moment arm of the aerodynamic force relative to the mass center of the aileron group are all large, the control moments of a course angle, a pitch angle, a roll angle and a height channel are sufficient, the control is stable when the flight is converted from vertical takeoff to horizontal flight, the robustness is good, and the external disturbance capacity such as wind disturbance resistance is strong; the controllable flight can be still carried out when the aileron part fails, and the reliability is good.

Control of transition from flat flight to vertical descent: the first telescopic wing 2 and the second telescopic wing 3 are converted into a telescopic state from an extension state so as to reduce the wing area and the influence of wind disturbance and increase the control capability and the stability of the whole machine; the first wing interval adjusting module 4 and the second wing interval adjusting module 5 are switched from an extension state to a contraction state, so that the first telescopic wing 2 and the second telescopic wing 3 are switched from a large interval state to a small interval state, and the course angle, the pitch angle, the roll angle and the altitude channel of the aircraft are controlled through the lift force of the propeller, the aerodynamic force of the first telescopic wing 2 and the second telescopic wing 3 and the aerodynamic force of the aileron group; the lifting force of the propeller, the aerodynamic force of the first telescopic wing 2 and the second telescopic wing 3 and the moment arm of the aerodynamic force of the aileron group relative to the mass center are large, the control moment of a course angle, a pitch angle, a roll angle and a height channel is sufficient, the control is stable when the flight is converted into the vertical landing, the robustness is good, and the external disturbance capacity such as wind disturbance resistance is strong; the controllable flight can be still carried out when the aileron part fails, and the reliability is good.

In one embodiment of the invention, controlling the heading, pitch, and roll angles of an aircraft during control of vertical takeoff and landing, hovering, and transitioning from flat flight to vertical landing comprises the steps of:

generating a yawing moment through differential motion of the ailerons, and controlling the course angle of the aircraft;

generating a pitching moment through the differential motion of the propeller and the linkage of the ailerons to control the pitching angle of the aircraft;

the rolling torque is generated through the differential motion of the propeller, and the rolling angle of the aircraft is controlled.

In one embodiment of the invention, the control of the heading angle, the pitch angle and the roll angle of the aircraft during the control of the aircraft in level flight, the transition from vertical takeoff to level flight, comprises the following steps:

generating a yawing moment through differential motion of the propellers, and controlling the course angle of the aircraft;

generating a pitching moment through the differential motion of the propeller and the linkage of the ailerons to control the pitching angle of the aircraft;

the rolling moment is generated through the differential motion of the ailerons, and the rolling angle of the aircraft is controlled.

In the description herein, references to the description of the term "one embodiment," "some embodiments," "an example," "a specific example," or "some examples," etc., mean that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the invention. In this specification, the schematic representations of the terms used above are not necessarily intended to refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples. Furthermore, various embodiments or examples and features of different embodiments or examples described in this specification can be combined and combined by one skilled in the art without contradiction.

While embodiments of the present invention have been shown and described above, it should be understood that the above embodiments are exemplary and should not be taken as limiting the invention. Variations, modifications, substitutions and alterations of the above-described embodiments may be made by those of ordinary skill in the art without departing from the scope of the present invention.

The above embodiments of the present invention should not be construed as limiting the scope of the present invention. Any other corresponding changes and modifications made according to the technical idea of the present invention should be included in the protection scope of the claims of the present invention.

Claims (31)

1. An aircraft comprises a fuselage, and is characterized by further comprising a telescopic wing group, a vertical take-off and landing module group for providing power, an aileron group for realizing steering and a wing interval adjusting module group for connecting the fuselage and the telescopic wing group;

the wing interval adjusting module group comprises a first wing interval adjusting module and a second wing interval adjusting module, and the first wing interval adjusting module and the second wing interval adjusting module are symmetrically distributed relative to the fuselage and are fixedly connected with the fuselage;

the telescopic wing group comprises a first telescopic wing and a second telescopic wing, the first telescopic wing and the second telescopic wing are symmetrically distributed relative to the fuselage, two ends of the first wing interval adjusting module and two ends of the second wing interval adjusting module are respectively fixedly connected with the first telescopic wing and the second telescopic wing, and the first wing interval adjusting module and the second wing interval adjusting module synchronously extend and retract to adjust the distance between the first telescopic wing and the second telescopic wing;

the vertical take-off and landing module group comprises four vertical take-off and landing modules with the same structure, each vertical take-off and landing module comprises a propeller for providing lift force and an engine for driving the propeller to rotate, and the four vertical take-off and landing modules are respectively fixed at two ends of the first telescopic wing and the second telescopic wing;

the aileron group is fixed on the surfaces of the first adjustable wing and the second adjustable wing and symmetrically distributed relative to the fuselage.

2. The aircraft of claim 1, wherein the first retractable wing and the second retractable wing are identical in structure and respectively comprise a fixed section, a first retractable section and a second retractable section which are symmetrical relative to the fixed section, a first wing retractable module for driving the first retractable section to retract, and a second wing retractable module for driving the second retractable section to retract;

the shapes of the first telescopic section and the second telescopic section are matched with the shape of the hollow area of the fixed section; two ends of the first wing telescopic module are respectively fixedly connected with the fixed section and the first telescopic section, and the first wing telescopic module drives a local area of the first telescopic section to be telescopic in a hollow area of the fixed section;

and two ends of the second wing telescopic module are respectively fixedly connected with the fixed section and the second telescopic section, and the second wing telescopic module drives a local area of the second telescopic section to stretch in a hollow area of the fixed section.

3. The aircraft of claim 2, wherein the first wing expansion module and the second wing expansion module are identical in structure and respectively comprise a power unit, a worm wheel, and a connecting rod;

the output end of the power unit is fixedly connected with the worm, the worm is meshed with the worm wheel, one end of the connecting rod is fixedly connected with the worm wheel, and the other end of the connecting rod is fixedly connected with the first telescopic section or the second telescopic section;

the worm is driven to rotate by the power unit to drive the worm wheel to perform linear motion, and the worm wheel drives the connecting rod to perform telescopic motion so as to drive the first telescopic section or the second telescopic section to stretch.

4. The aircraft of claim 3, wherein the same structure of the first wing retractor module and the second wing retractor module further comprises a base plate for securing the first wing retractor module and the second wing retractor module; the shape of the base plate is matched with that of the surface of the fixed section and fixedly connected with the surface of the fixed section, and the power units of the first wing telescopic module and the second wing telescopic module are fixedly connected with the base plate.

5. The aircraft of any one of claims 2-4, wherein said set of ailerons comprises four fixed section ailerons, four telescoping section ailerons, and eight steering engines for controlling said fixed section ailerons and said telescoping section ailerons; the four fixed section ailerons and the corresponding steering engines are respectively fixed on the surfaces of the fixed sections of the first telescopic wing and the second telescopic wing and are symmetrically distributed relative to the fuselage; the four telescopic section ailerons and the corresponding steering engines are respectively fixed on the surfaces of the first telescopic section and the second telescopic section of the first telescopic wing and the surfaces of the first telescopic section and the second telescopic section of the second telescopic wing, and are symmetrically distributed relative to the fuselage; the fixed-section ailerons are used as ailerons when the first telescopic section and the second telescopic section of the first telescopic wing and the second telescopic wing are in a contracted state, and are used as flaps when the first telescopic section and the second telescopic section of the first telescopic wing and the second telescopic wing are in an extended state.

6. The aircraft according to any one of claims 2 to 4, wherein the first wing interval adjusting module and the second wing interval adjusting module are identical in structure and respectively comprise a telescopic unit group for adjusting wing interval and a power unit for driving the telescopic unit group to be telescopic;

the telescopic unit group comprises a first telescopic unit and a second telescopic unit; the first telescopic unit is connected with the fixed section of the first telescopic wing, the second telescopic unit is connected with the fixed section of the second telescopic wing, and the distance between the first telescopic wing and the second telescopic wing is adjusted by driving the first telescopic unit and the second telescopic unit to be telescopic through the power unit.

7. The aircraft of claim 6, wherein the first telescopic unit comprises a first rack and a first guide rail, the first rack moves linearly along the first guide rail, and one end of the first rack is connected with the fixed section of the first telescopic wing;

the second telescopic unit comprises a second rack and a second guide rail, the second rack linearly moves along the second guide rail, and one end of the second rack is connected with the fixed section of the second telescopic wing;

the power unit comprises a power motor and a power gear, the power gear is sleeved on an output shaft of the power motor, the power gear is meshed with the first rack and the second rack, the power gear is driven by the power motor to rotate to drive the first rack and the second rack to move in the opposite direction, and the distance between the first telescopic wing and the second telescopic wing is adjusted.

8. The aircraft of claim 7, wherein the same structure of the first wing pitch adjustment module and the second wing pitch adjustment module further comprises a raceway for routing, a floor for securing the power unit, the first rail, the second rail, and the raceway; the power unit, the first guide rail, the second guide rail and the wiring groove are fixedly connected with the bottom plate.

9. The aircraft of claim 8, wherein the same structure of the first wing interval adjustment module and the second wing interval adjustment module further comprises an outer shell for protecting the telescoping unit set, the power unit, the power gear, the cabling trough, and the floor; the outer shell is arranged on the outermost side of the wing spacing adjusting module.

10. The aircraft of claim 1, wherein the first retractable wing and the second retractable wing are each swept-back flying wings, and wherein the sweep angles of the first retractable wing and the second retractable wing are equal.

11. The aircraft of claim 10, wherein the sweep angle is in the range of 5 ° -70 °.

12. The aircraft of claim 1, wherein the first retractable wing and/or the second retractable wing are provided with a dihedral or a anhedral angle.

13. The aircraft of claim 12, wherein neither said dihedral nor said anhedral angle is greater than 45 °.

14. The aerial vehicle of claim 1 wherein a minimum separation of the first retractable wing from the second retractable wing is greater than a root chord length of the first retractable wing and the second retractable wing.

15. The aircraft of claim 1, wherein the first retractable wing and/or the second retractable wing are high-lift airfoil wings.

16. The aircraft of claim 1, wherein the first retractable wing and the second retractable wing each have a wing mounting hole and a wing routing hole, a first mounting hole and a first wiring hole are respectively arranged on the first wing interval adjusting module and the second wing interval adjusting module corresponding to the wing mounting hole and the wing wiring hole, the first telescopic wing and the first wing spacing adjusting module are fixedly connected and the second telescopic wing and the second wing spacing adjusting module are fixedly connected through the matching of the wing mounting holes and the first mounting holes, through the cooperation of the wing wire feeding hole and the first wire feeding hole, the first telescopic wing is connected with the wire harness of the first wing interval adjusting module and the second telescopic wing is connected with the wire harness of the second wing interval adjusting module.

17. The aircraft of claim 1, wherein the VTOL module further comprises a nacelle for securing the engine, a vertical stabilizer leg for assisting vertical lift;

the propeller with the output fixed connection of engine, the engine with engine cockpit fixed connection, engine cockpit with perpendicular stable stabilizer blade respectively with the first flexible section of first scalable wing or the flexible section of second and the flexible section of second first flexible wing or the flexible section fixed connection of second.

18. The machine of claim 1, wherein the axes of rotation of the propellers of four of said VTOL modules are parallel to each other.

19. The machine of claim 18, wherein the axes of rotation that are parallel to each other are parallel to or at an angle to the chord line of the first retractable wing and the second retractable wing.

20. The aircraft of claim 19, wherein said included angle is less than 30 °.

21. The aircraft of claim 1, wherein the propellers of the two vtol modules fixed to the first retractable wing rotate in opposite directions; the rotation directions of the propellers of the two vertical take-off and landing modules fixed on the second telescopic wing are opposite; the propellers of the two vertical take-off and landing modules which are fixed on the first telescopic wing and the second telescopic wing and are positioned at the same side have the same rotating direction.

22. The aircraft of claim 1, wherein said engine is an electric motor or a hybrid oil-electric engine.

23. The aircraft of claim 17, wherein said vertical stabilizer legs are of symmetrical airfoil configuration and are fixedly attached to a surface of said engine compartment facing away from said propeller.

24. The aircraft of claim 5, wherein four said telescoping section ailerons are located at four preset telescoping section aileron positions about said engine compartment, four said fixed section ailerons are located at four preset fixed section aileron positions at both ends of said fixed section of said first retractable wing and at both ends of said fixed section of said second retractable wing, and wherein each of said four preset telescoping section aileron positions and said four preset fixed section aileron positions are symmetrically distributed about said fuselage.

25. The aircraft according to claim 1, wherein the surface of the fuselage is provided with symmetrically distributed fuselage mounting holes and fuselage wiring holes, the first wing interval adjusting module and the second wing interval adjusting module are provided with second mounting holes and second wiring holes at positions corresponding to the fuselage mounting holes and the fuselage wiring holes, respectively, the fuselage is fixedly connected with the first wing interval adjusting module and the second wing interval adjusting module through the cooperation of the fuselage mounting holes and the second mounting holes, and the wiring harness of the fuselage is connected with the wiring harness of the first wing interval adjusting module and the wiring harness of the fuselage is connected with the wiring harness of the second wing interval adjusting module through the cooperation of the fuselage wiring holes and the second wiring holes.

26. The aircraft of claim 17, wherein the aft ends of four of said engine nacelles are each fitted with a horizontal tail.

27. The aircraft of claim 1, wherein the profile of the first wing interval adjustment module and the profile of the second wing interval adjustment module are both symmetrical airfoils.

28. The aircraft of claim 1, wherein a first droop is mounted at a trailing edge of the first wing span adjustment module and a second droop is mounted at a trailing edge of the second wing span adjustment module.

29. A flight control method for an aircraft according to claim 1, characterized in that it comprises the following control methods:

control of vertical take-off and landing: the first telescopic wing and the second telescopic wing are both in a contraction state, the first wing interval adjusting module and the second wing interval adjusting module are both in a contraction state, the first telescopic wing and the second telescopic wing are in a small-interval state, and the course angle, the pitch angle, the roll angle and the altitude channel of the aircraft are controlled through the lift force of the propeller, the aerodynamic force of the first telescopic wing and the second telescopic wing and the aerodynamic force of the aileron group;

controlling the flat flight: the first telescopic wing and the second telescopic wing are both in an extension state, the first wing interval adjusting module and the second wing interval adjusting module are both in an extension state, so that the first telescopic wing and the second telescopic wing are in a large interval state, and a course angle, a pitch angle, a roll angle and a height channel of the aircraft are controlled through aerodynamic force of the first telescopic wing and the second telescopic wing and aerodynamic force of the aileron group; when the aerodynamic manipulation capability of the first telescopic wing, the second telescopic wing and the aileron group is not enough, the difference is carried out through the lifting force of the propeller to generate compensation aerodynamic;

controlling hovering: the first telescopic wing and the second telescopic wing are both in an extension state, the first wing spacing adjusting module and the second wing spacing adjusting module are both in an extension state, so that the first telescopic wing and the second telescopic wing are in a large spacing state, and the course angle, the pitch angle, the roll angle and the altitude channel of the aircraft are controlled through the lift force of the propeller, the aerodynamic force of the first telescopic wing and the second telescopic wing and the aerodynamic force of the aileron group;

control of transition from vertical takeoff to flat flight: the first telescopic wing and the second telescopic wing are switched from a contraction state to an extension state, the first wing spacing adjusting module and the second wing spacing adjusting module are switched from the contraction state to the extension state, the first telescopic wing and the second telescopic wing are switched from a small spacing state to a large spacing state, and the course angle, the pitch angle, the roll angle and the altitude channel of the aircraft are controlled through the lift force of the propeller, the aerodynamic force of the first telescopic wing and the second telescopic wing and the aerodynamic force of the aileron group;

control of transition from flat flight to vertical descent: first scalable wing with the scalable wing extension state of second converts to the contraction state, first wing interval adjusting module with second wing interval adjusting module makes first scalable wing with the scalable wing of second converts to the booth apart from the state from the extension state, through the lift of screw first scalable wing with the aerodynamic force of the scalable wing of second the aerodynamic force of aileron group, control course angle, pitch angle, roll angle and the altitude passageway of aircraft.

30. The method of flight control of claim 29, wherein controlling the heading, pitch, and roll angles of the aircraft during control of the vertical takeoff and landing, hovering, and transitioning from flat flight to vertical landing comprises the steps of:

generating a yaw moment through the differential motion of the ailerons, and controlling the course angle of the aircraft;

generating a pitching moment through the differential motion of the propeller and the linkage of the ailerons, and controlling the pitching angle of the aircraft;

the rolling angle of the aircraft is controlled by generating rolling torque through the differential motion of the propellers.

31. The method of flight control of claim 29, wherein controlling the heading, pitch and roll angles of the aircraft during transition from vertical takeoff to flat flight control of the aircraft comprises the steps of:

generating a yaw moment through the differential motion of the propeller, and controlling the course angle of the aircraft;

generating a pitching moment through the differential motion of the propeller and the linkage of the ailerons, and controlling the pitching angle of the aircraft;

and controlling the roll angle of the aircraft by generating roll torque through the differential motion of the ailerons.

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