CN119058948A

CN119058948A - A comprehensive non-spinning rotorcraft and its use method

Info

Publication number: CN119058948A
Application number: CN202411558675.8A
Authority: CN
Inventors: 张宇阳; 张嘉元
Original assignee: Individual
Current assignee: Individual
Priority date: 2024-11-04
Filing date: 2024-11-04
Publication date: 2024-12-03

Abstract

The embodiment of the invention provides a comprehensive non-spinning rotor aircraft and a use method thereof, wherein the comprehensive non-spinning rotor aircraft can take off and land vertically, can fly quickly in a long distance, is safe and reliable, and consists of an aircraft body, a first composite wing, a second composite wing, a horizontal driving mechanism, a rotating mechanism and a controller, wherein the first composite wing and the second composite wing respectively consist of a power source, a rotating shaft and a rotating wing. The integrated non-spinning rotor aircraft has two working states, namely a vertical take-off and landing state and a horizontal flight state, wherein the controller controls the rotating mechanism to automatically combine all parts of the aircraft to form a multi-rotor aircraft in the vertical take-off and landing state, and controls the rotating mechanism to automatically combine all parts of the aircraft to form the rotor aircraft in the horizontal flight state, and a power source driving device is added on each rotor.

Description

Comprehensive non-spinning rotor aircraft and application method thereof

Technical Field

The application relates to the technical field of aircrafts, in particular to a comprehensive non-spinning rotor wing aircraft and a using method thereof.

Background

The airplanes with a relatively large number of applications at present are fixed-wing airplanes, helicopters, rotorcraft, multi-rotor airplanes, tiltrotors and the like.

The fixed-wing aircraft has high flying speed, cannot take off and land vertically, needs a runway, has low flying speed, cannot take off and land vertically, has low flying speed of helicopters and multi-rotor aircraft, and has high flying speed and can take off and land vertically, but is easy to lose in the conversion process.

The aircraft has the advantages of capability of taking off and landing vertically, long-distance, high-efficiency and rapid flight, safety and reliability, and has become a dream for human beings.

Disclosure of Invention

The embodiment of the application aims to provide a comprehensive non-spinning rotor aircraft and a use method thereof, wherein the comprehensive non-spinning rotor aircraft is a novel aircraft which can take off and land vertically, can fly quickly and efficiently at a long distance, and is safe and reliable:

An embodiment of a first aspect of the present application provides an integrated non-gyroplane comprising a fuselage, a first composite wing, a second composite wing, a rotating mechanism, a horizontal drive mechanism, and a controller; the aircraft comprises a fuselage, at least one first composite wing, a second composite wing, a rotating mechanism, a horizontal driving mechanism, a controller, a first power source, a second power source, a horizontal driving mechanism and a combined spinning aircraft, wherein the first composite wing is in rotating connection with the fuselage through the rotating mechanism, the second composite wing is in rotating connection with the fuselage through the rotating mechanism, the rotating mechanism can drive the first composite wing to tilt relative to the fuselage to enable the first composite wing to tilt by a preset elevation angle, the first power source is connected with the first rotor through the first rotating shaft and is used for providing power for the first rotor to rotate, the second composite wing comprises a second power source, a second rotating shaft and a second rotor, the second power source is connected with the second rotor through the second rotating shaft, the second power source is used for providing power for the second rotor to rotate, the rotating mechanism can drive the first composite wing to tilt by a preset elevation angle, the horizontal driving mechanism is used for providing power for the combined spinning aircraft to fly horizontally, the controller is respectively connected with the first power source, the second power source, the horizontal driving mechanism and the horizontal driving mechanism, and the combined spinning aircraft has a vertical-type and a combined spinning power source and a low-type working state.

In some embodiments, the aircraft has a body-changing function, wherein the body-changing function comprises that the controller controls the rotating mechanism to automatically combine all parts of the aircraft into a multi-rotor aircraft when the aircraft is in a vertical take-off and landing state, and the controller controls the rotating mechanism to automatically combine all parts of the aircraft into a rotor aircraft when the aircraft is in a horizontal flight state, and a power source driving device is added on each rotor.

In some embodiments, when the aircraft is in the horizontal flight state, wind generated by the relative speed of the aircraft and air when the aircraft is in flight acts on the first rotor wing of the first composite wing to generate lift force which is the main lift force of the aircraft.

In some embodiments, the number of first composite wings is one or more, and the number of second composite wings is one or more.

In some embodiments, the machine body includes a casing, a part of the rotating mechanism is disposed on the casing, another part of the rotating mechanism extends out of the rotating shaft and is fixedly connected with the first power source, and the rotating mechanism drives the first composite wing to integrally rotate in a tilting manner relative to the machine body, so that the first composite wing can rotate by a preset elevation angle.

In some embodiments, the number of the second synthetic wings is four, two of the second synthetic wings are arranged on two sides of the bilateral symmetry of the aircraft head, the other two of the second synthetic wings are arranged on two sides of the bilateral symmetry of the aircraft tail, the number of the first synthetic wings is two, the two first synthetic wings are arranged at the center of gravity position of the middle part of the aircraft and are arranged on two sides of the bilateral symmetry of the aircraft, when the number of the horizontal driving mechanisms is two, the two horizontal driving mechanisms are arranged on two sides of the bilateral symmetry of the aircraft, and when the number of the horizontal driving mechanisms is one, the one horizontal driving mechanism is arranged at the foremost end of the center position of the aircraft head or the rearmost end of the center of the aircraft tail.

In some embodiments, the number of the second synthetic wings is eight, four second synthetic wings are arranged on two sides of the bilateral symmetry of the aircraft head, the other four second synthetic wings are arranged on two sides of the bilateral symmetry of the aircraft tail, the number of the first synthetic wings is two, the two first synthetic wings are arranged on two sides of the bilateral symmetry of the center of gravity position of the middle part of the aircraft, the number of the horizontal driving mechanisms is two or one, when the number of the horizontal driving mechanisms is two, the two horizontal driving mechanisms are arranged on two sides of the bilateral symmetry of the aircraft, and when the number of the horizontal driving mechanisms is one, the one horizontal driving mechanism is arranged on the foremost end of the center position of the aircraft head or the rearmost end of the center of the aircraft tail.

In some embodiments, the number of the second composite wings is two, the two second composite wings are arranged on two sides of the bilateral symmetry of the aircraft tail, the number of the first composite wings is two, the two first composite wings are arranged on two sides of the bilateral symmetry of the aircraft, the distance between the first composite wings and the aircraft head is smaller than the distance between the first composite wings and the aircraft tail, the number of the horizontal driving mechanisms is two or one, when the number of the horizontal driving mechanisms is two, the two horizontal driving mechanisms are arranged on two sides of the bilateral symmetry of the aircraft, and when the number of the horizontal driving mechanisms is one, one horizontal driving mechanism is arranged at the foremost end of the central position of the aircraft head or the rearmost end of the central position of the aircraft tail.

In some embodiments, the number of the second composite wings is two, the two second composite wings are arranged on two sides of the left-right symmetry of the tail of the aircraft, the number of the first composite wings is one, the first composite wings are arranged on the top of the aircraft, the distance between the first composite wings and the head of the aircraft is smaller than the distance between the first composite wings and the tail of the aircraft, the number of the horizontal driving mechanisms is two, and the two horizontal driving mechanisms are arranged on two sides of the left-right symmetry of the aircraft.

In some embodiments, the number of the second composite wings is one, the second composite wings are arranged in the middle of the top of the tail of the aircraft, the number of the first composite wings is one, the first composite wings are arranged on the top of the aircraft, the distance between the first composite wings and the head of the aircraft is smaller than the distance between the first composite wings and the tail of the aircraft, the number of the horizontal driving mechanisms is two, and the two horizontal driving mechanisms are arranged on two sides of the bilateral symmetry of the aircraft.

Embodiments of the second aspect of the present application provide a method of using a composite non-spinning rotor aircraft, as applied to the composite non-spinning rotor aircraft described above, comprising:

After receiving the vertical take-off instruction, the controller controls the rotating mechanism to automatically combine all the components to form a multi-rotor aircraft, and sends an electric signal to the first power source and the second power source;

The first power source and the second power source control the first rotor wing and the second rotor wing to rotate, and lift force is generated to enable the aircraft to take off vertically;

When the controller receives a horizontal flight state instruction, the controller controls a horizontal driving mechanism of the aircraft to start so as to enable the aircraft to accelerate to fly horizontally;

When the aircraft accelerates to a preset speed, the controller sends an electric signal to the rotating mechanism, and the rotating mechanism controls the first composite wing to rotate to a preset elevation angle so that the aircraft flies horizontally, and the aircraft completes the metamorphic rotorcraft.

The embodiment of the application has the beneficial effects that:

In the embodiment of the application, in the vertical take-off and landing process of the integrated non-spinning rotor aircraft, the first composite wing and the second composite wing rotate to generate lift force to drive the aircraft to lift, namely, the lifting of the integrated non-spinning rotor aircraft can be realized without arranging a runway. When the integrated non-spinning rotor aircraft ascends to a certain height, the controller starts a fixed-height mode, so that the integrated non-spinning rotor aircraft keeps the flying height unchanged. And then the controller controls the horizontal driving mechanism to start, so that the integrated non-spinning rotor aircraft accelerates to fly horizontally, and when the integrated non-spinning rotor aircraft flies to a certain speed, the controller starts the rotating mechanism to control the first composite wing to rotate, so that the rotating surface of the first composite wing tilts by a preset elevation angle. When the integrated non-spinning rotor aircraft flies stably, the integrated non-spinning rotor aircraft is converted into a horizontal flying state.

The comprehensive non-spinning rotor aircraft has two parts of lift force sources generated by the first composite wing in the horizontal flight process, wherein one part is the lift force generated by the first power source driving the first rotor wing of the first composite wing to rotate, and the other part is the lift force generated when wind acts on the first rotor wing of the rotating first composite wing. According to the integrated non-spinning rotor aircraft provided by the embodiment of the application, the first power source drives the first rotor wing of the first composite wing to rotate, so that the elevation angle of the rotor wing rotating surface and the flying direction of the first composite wing can be small, the flying resistance is small, and the flying speed of the integrated non-spinning rotor aircraft is high. The comprehensive non-spinning rotor aircraft is safe and reliable in flight and long in service life due to structural reasons, and is convenient for mass production.

Of course, it is not necessary for any one product or method of practicing the application to achieve all of the advantages set forth above at the same time.

Drawings

In order to more clearly illustrate the embodiments of the application or the technical solutions in the prior art, the drawings used in the embodiments or the description of the prior art will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments of the application, and other embodiments may be obtained according to these drawings to those skilled in the art.

FIG. 1 is a side view of an integrated non-spinning rotor aircraft with four composite wings according to an embodiment of the present application;

FIG. 2 is a side view of the integrated non-spinning rotorcraft shown in FIG. 1;

FIG. 3 is a schematic view of a rotating mechanism engaged with a body according to an embodiment of the present application;

FIG. 4 is a force analysis chart of an integrated non-spinning rotor aircraft in a vertical take-off and landing flight state according to an embodiment of the present application;

FIG. 5 is a force analysis chart of a first working surface of a first composite wing in an integrated non-spinning rotorcraft according to an embodiment of the present application;

FIG. 6 is a top view of the integrated non-spinning rotor aircraft of FIG. 1;

FIG. 7 is a first composite airfoil axial side view of an embodiment of the application;

FIG. 8 is a side view of the first composite wing shown in FIG. 7;

FIG. 9 is a schematic view of a rotary mechanism of an integrated non-gyroplane with two composite wings according to an embodiment of the present application, wherein a first composite wing is disposed on top of the fuselage;

FIG. 10 is a side view of an integrated non-gyroplane having a first composite wing in accordance with an embodiment of the application;

FIG. 11 is a side view of a composite non-spinning rotorcraft having ten composite wings provided in accordance with an embodiment of the present application;

FIG. 12 is a top view of the integrated non-spinning rotorcraft shown in FIG. 11;

FIG. 13 is a top view of a composite non-spinning rotorcraft having six composite wings provided in accordance with an embodiment of the present application;

fig. 14 is a top view of an integrated non-spinning rotor aircraft with three composite wings provided in an embodiment of the application.

Reference numerals:

A composite non-spinning rotorcraft 1;

A fuselage 10, a shell 11, a first bearing 12, a landing gear 13;

First composite wing 20, first rotor wing 21, first sub-wing 211, warp 2110, first power source 22, first rotor shaft 221;

A second composite wing 30, a second rotor wing 31, a second sub-wing 311, a second power source 32, a second rotating shaft 321;

The turning mechanism 40, the first driving piece 41, the first transmission gear 411, the first power gear 412, the first motor 413, the first transmission shaft 42, the first transmission shaft 421, the connection plate 43, the second driving piece 441, the second power gear 442, the second transmission gear 443, the second transmission shaft 444, the protective case 445, the second bearing 4451, the transmission frame 446, the horizontal driving mechanism 50, the support plate 51, the driving paddle 52, the paddle 521, the driving paddle rotation shaft 522, the driving paddle power source 523, the rudder 60, the first direction X, the axis direction Y, and the height direction Z.

Detailed Description

The following description of the embodiments of the present application will be made clearly and completely with reference to the accompanying drawings, in which it is apparent that the embodiments described are only some embodiments of the present application, but not all embodiments. Based on the embodiments of the present application, all other embodiments obtained by the person skilled in the art based on the present application are included in the scope of protection of the present application.

In the prior art, the rotor wing is a large windmill, the aircraft needs external wind to blow the rotor wing to rotate so as to fly, in order to meet the stable flight of the aircraft, the rotating surface of the rotor wing and the flight direction are large in elevation angle, and the flight resistance of the aircraft with large elevation angle is large, so that the rotor wing in the prior art is low in flight speed and low in flight efficiency, and the aircraft cannot take off and land vertically because the rotor wing has no power source.

An embodiment of the first aspect of the present application provides a comprehensive non-spinning rotor aircraft, as shown in fig. 1,2 and 3, fig. 1 is a side view of an integrated non-spinning rotor aircraft shaft provided by the embodiment of the present application and having four composite wings (including two first composite wings and two second composite wings);

The integrated non-spinning rotor aircraft 1 comprises a fuselage 10, a first composite wing 20, a second composite wing 30, a rotating mechanism 40, a horizontal driving mechanism 50 and a controller (not shown), wherein at least one first composite wing 20 is rotationally connected with the fuselage 10 through the rotating mechanism 40, the second composite wing 30 is fixedly connected with the fuselage 10, the first composite wing 20 comprises a first power source 22, a first rotating shaft 221 and a first rotor 21, the first power source 22 is connected with the first rotor 21 through the first rotating shaft 221 and is used for providing power for the rotation of the first rotor 21, the second composite wing 30 comprises a second power source 32, a second rotating shaft 321 and a second rotor 31, the second power source 32 is connected with the second rotor 31 through the second rotating shaft 321, the second power source 32 is used for providing power for the rotation of the second rotor 31, the rotating mechanism 40 can drive the first composite wing 20 relative to the fuselage 10 so that the first composite wing 20 can tilt by a preset elevation angle, the horizontal driving mechanism 50 is used for providing power for the rotation of the first rotor 21, and the controller is respectively connected with the first power source 22, the second power source 321 and the horizontal driving mechanism 50. The integrated non-spinning rotorcraft has a vertical takeoff and landing state and a horizontal flight state, and is capable of being switched from one operational state to another by controlling first power source 22 and rotating mechanism 40.

In the embodiment of the application, when the integrated non-spinning rotor aircraft is in a vertical take-off and landing state, the controller controls the rotating mechanism, the aircraft is automatically combined (namely the integrated non-spinning rotor aircraft), all the components are combined into the multi-rotor aircraft, and the multi-rotor aircraft can take off and land vertically, namely the lifting of the integrated non-spinning rotor aircraft can be realized without arranging a runway. When the integrated non-spinning rotor aircraft ascends to a certain height, the controller starts a fixed-height mode, so that the integrated non-spinning rotor aircraft keeps the flying height unchanged. The controller then controls the horizontal drive mechanism 50 to start, so that the integrated non-spinning rotor aircraft slowly accelerates horizontally, and when the integrated non-spinning rotor aircraft flies to a proper speed, the controller starts the rotating mechanism 40 to control the first composite wing 20 to slowly rotate, so that the rotating surface of the first composite wing 20 tilts by a preset elevation angle. When the integrated non-spinning rotor aircraft flies stably, the controller closes the fixed-altitude mode, and the integrated non-spinning rotor aircraft is converted into a horizontal flying state. Namely, the helicopter is completed to change the plane from a vertical take-off and landing state.

The source of lift generated by the first composite wing 20 during horizontal flight of the integrated non-spinning rotor aircraft has two parts, one part is the lift generated by the first power source 22 controlling the rotation of the first rotor 21 of the first composite wing 20, and the other part is the lift generated when wind acts on the first rotor 21 of the rotating first composite wing 20. The integrated non-spinning rotor aircraft provided in the embodiment of the present application can control the first power source 22 to drive the first composite wing 20 to rotate, so that the elevation angle between the rotor rotation surface of the first composite wing 20 and the horizontal flight surface can be small, and the elevation angle between the rotor rotation surface of the first composite wing 20 and the flight direction is small, so that the flight resistance is also small, and the flight speed of the integrated non-spinning rotor aircraft is fast. The integrated non-spinning rotorcraft is improved from a rotorcraft, has the advantages of the rotorcraft, and has the advantages of simple structure, safety, reliability and long service life, and is convenient for mass production.

In the embodiment of the present application, the controller can send an electrical signal to the first power source 22, and the first power source 22 can drive the first rotor wing 21 to rotate, so as to provide power for the rotation of the first rotor wing 21. Similarly, the controller can send an electrical signal to the second power source 32, and the first power source 22 can drive the second rotor 31 to rotate, thereby providing power for the rotation of the second rotor 31.

In some embodiments, the number of first composite wings 20 may be one or more, and the number of second composite wings 30 may be one or more. Depending on the type of composite non-gyroplane, some types may use only the first composite wing 20, may not use the second composite wing 30, and most types may use one or more second composite wings 30.

In some embodiments, as shown in fig. 1, 9 and 10, the number of the first composite wings 20 may be one or more, and as shown in fig. 9 and 10, when the number of the first composite wings 20 is one, the first composite wings 20 are provided at the top of the body 10. When the number of the first composite wings 20 is one, there may or may not be one or only one or a plurality of the second composite wings 30 may be provided, as shown in fig. 10, the number of the second composite wings 30 is one, and the second composite wings 30 may be provided at the tail portion of the fuselage 10.

In some embodiments of the present application, as shown in fig. 1, 2 and 6, the number of the first composite wings 20 is two, and the two first composite wings 20 are respectively disposed at both sides of the body 10.

In the embodiment of the present application, as shown in fig. 1,2, 6, 11 and 12, two first composite wings 20 are disposed on two sides of the fuselage 10, so that the operation process of the integrated non-spinning rotor aircraft is more stable, and the operation safety of the integrated non-spinning rotor aircraft is improved.

When the number of the first composite wings 20 is two, the number of the second composite wings 30 may be plural, for example, as shown in fig. 1, 2, and 6, the number of the second composite wings 30 is two, and the two second composite wings 30 are provided at both sides of the fuselage 10. As shown in fig. 11 and 12, the number of the second composite wings 30 may also be eight, and four second composite wings 30 may be grouped, each group of second composite wings 30 being provided at both sides of the body 10.

When the number of the first composite wings 20 is two and the number of the second composite wings 30 is also two, the integrated non-spinning rotor aircraft includes a fuselage 10, a first composite wing group formed by the two first composite wings 20, a second composite wing group formed by the two second composite wings 30, a horizontal driving mechanism 50, a rotating mechanism 40, and a controller, as shown in fig. 1,2,3, 6, 7, and 8, the first composite wings 20 are formed by combining a power source (i.e., the first power source 22), a rotating shaft (i.e., the first rotating shaft 221), and a rotating wing (i.e., the first rotor 21). As shown in fig. 7 and 8, the controller drives the rotary wings (i.e. the first rotor wings 21) to rotate by controlling the power source (i.e. the first power source 22), the two first composite wings 20 are respectively arranged at the left and right sides of the front end of the machine body 10, and are connected by the rotating mechanism 40 to form a first composite wing group, the two second composite wings 30 are respectively arranged at the left and right sides of the rear end of the machine body 10, and are connected and fixed at the left and right sides of the rear end of the machine body 10 by the connecting plate 43, and meanwhile, the rotating surfaces of the two second composite wings 30 are parallel and symmetrical to each other and form a second composite wing group on the same surface.

As shown in fig. 1, 12 and 13, the horizontal driving mechanism 50 may be disposed on the left and right sides of the fuselage 10, and the driving power shaft (driving pitch shaft 522) of the horizontal driving mechanism 50 is parallel to the flight horizontal plane of the fuselage 10 of the integrated non-spinning rotor aircraft, the horizontal driving mechanism 50 provides horizontal power for the horizontal flight of the integrated non-spinning rotor aircraft, and the rotating mechanism is disposed at the front end of the fuselage.

In some embodiments of the present application, the integrated non-spinning rotor aircraft has a fuselage-turning function, which includes the controller controlling the rotating mechanism 40 to automatically combine the aircraft components to form a multi-rotor aircraft when the integrated non-spinning rotor aircraft is in a vertical takeoff and landing state, and controlling the rotating mechanism 40 to automatically combine the integrated non-spinning rotor aircraft components to form a rotorcraft when the integrated non-spinning rotor aircraft is in a horizontal flight state, and adding a power source driving device to each rotor, i.e., connecting the first rotor 21 to the first power source 22 and connecting the second rotor 31 to the second power source 32.

In this embodiment, in the vertical take-off and landing state, the aircraft may become a multi-rotor aircraft, for example, a non-spinning rotor aircraft composed of four composite wings (two first composite wings and two second composite wings), and the variable aircraft may become a quad-rotor aircraft, that is, indexes such as working performance and flight principle of each aspect of the integrated non-spinning rotor aircraft provided by the embodiment of the application are completely the same as those of the quad-rotor aircraft. In a horizontal flight state, the aircraft changes into a rotorcraft, namely, the comprehensive non-spinning rotorcraft provided by the embodiment of the application has the same principle of generating lift force by a rotor wing in flight, the flight method and the like as the rotorcraft, and the difference is that the rotation and the rotating speed of the rotor wings (namely, a first rotor wing and a second rotor wing) of the comprehensive non-spinning rotorcraft are driven and controlled by a self-contained power source (namely, a first power source and a second power source) of the comprehensive non-spinning rotorcraft, the influence of external wind speed and wind speed angle is avoided, and the rotation of a common rotorcraft is realized by the self-rotation of a wind blowing rotor wing, namely, a large windmill.

When the integrated non-spinning rotor aircraft is in a horizontal flight state, the integrated non-spinning rotor aircraft is turned by the rotating mechanism 40 to form the rotor aircraft, and a power source driving device is additionally arranged on each rotor, because the power source driving device is arranged on each rotor, the rotation and the rotating speed of each rotor are determined by power driving, and the rotor is not required to be rotated by external wind, so that the elevation angle of the rotation surface of each rotor and the flying direction of the rotor aircraft can be made very small, and can be adjusted at will, the elevation angle of the rotation surface of each rotor and the flying direction of the rotor is small, the flying resistance of the aircraft is small, the aircraft flies very fast, and the flying efficiency of the aircraft is very high.

That is, the first composite wing 20 has the first power source 22, the second composite wing 30 has the second power source 32, because the first power source 22 is provided on the first rotor 21, the rotation and the rotation speed of the first rotor 21 are determined by the power driving of the first power source 22, and no external wind is needed to blow the first rotor 21 to rotate, so that the elevation angle of the rotor rotation surface and the flying direction of the rotary wing aircraft can be made small, and can be adjusted at will, the elevation angle of the rotor rotation surface and the flying direction is small, the flying resistance of the aircraft is small, the flying speed of the aircraft is fast, and the flying efficiency of the aircraft is very high.

In some embodiments, when the integrated non-spinning rotor aircraft is in a horizontal flight state, wind generated by the relative speed of the aircraft and air during the flight of the aircraft acts on the first rotor 21 of the first composite wing 20 to generate lift which is the main lift of the aircraft.

When the integrated non-spinning rotor aircraft is in a horizontal flight state, wind generated by the relative speed of air and the aircraft is in flight, and the wind acts on the lift force generated by the first composite wing 20, so that the lift force is the main lift force when the aircraft is in the horizontal flight state, and other lift forces of the aircraft can be ignored.

The second composite wing 30 is fixedly connected with the fuselage 10, and the second power source 32 provides power for the second rotor wing 31, so that the lift and stability of the aircraft in the vertical take-off and landing process are improved.

As shown in fig. 1 and 2, an embodiment of the present application provides a composite non-spinning rotor aircraft 1, wherein the composite non-spinning rotor aircraft 1 comprises a fuselage 10, two first composite wings 20, two second composite wings 30, a rotating mechanism 40, a horizontal driving mechanism 50 and a controller; the two first composite wings 20 are respectively arranged at two sides of the fuselage 10, the two second composite wings 30 are respectively arranged at two sides of the fuselage 10, the first power source 22 can drive the first rotor wing 21 to rotate, the output shaft 321 of the second power source is connected with the second rotor wing 31, the second power source 32 can drive the second rotor wing 31 to rotate, the horizontal driving mechanism 50 is arranged at the fuselage 10 and used for providing power for the horizontal flight of the integrated non-spinning rotor wing 1, the rotating mechanism 40 is arranged at the fuselage 10, the first composite wings 20 are rotatably connected with the fuselage 10 through the rotating mechanism 40, the controller is respectively in signal connection with the rotating mechanism 40, the horizontal driving mechanism 50, the first power source 22 and the second power source 32, the working state of the integrated non-spinning rotor wing has a vertical take-off and landing state and the horizontal flight state, the integrated non-spinning rotor wing aircraft can be switched from one working state to the other working state, in the vertical take-off and landing state, the rotating surface of the first rotor wing 21 can be parallel to the rotating surface of the second rotor wing 31 or can be at a small included angle, when the integrated non-spinning rotor wing 1 is converted from the vertical take-off and landing state to the first rotating mechanism 40, and the first rotating direction of the integrated non-spinning rotor wing 20 is controlled to rotate in a preset direction Z direction around the first rotating direction and the first rotating direction of the integrated non-spinning rotor wing 20 is set up direction.

The two first composite wings 20 are parallel in rotation and define a first composite wing working surface which is also the rotation surface of the first rotor wing 21, and the two second composite wings 30 are parallel in rotation and define a second composite wing working surface which is also the rotation surface of the second rotor wing 31;

In the vertical take-off and landing state, the first synthetic wing working surface is in a first position and is defined as a first synthetic wing working surface, the first synthetic wing working surface can be parallel to the second synthetic wing working surface or can form a smaller included angle, the first synthetic wing 20 is in a horizontal flight state and is in a second position and is defined as a first synthetic wing second working surface, in the process of converting the vertical take-off and landing state into the horizontal flight state, the rotating mechanism 40 drives the first synthetic wing 20 to tilt upwards, and the first synthetic wing 20 tilts upwards from the position of the first synthetic wing working surface to the position of the first synthetic wing second working surface, as shown in fig. 2, the included angle between the first synthetic wing working surface and the first synthetic wing second working surface is the preset elevation angle a.

In the embodiment of the present application, as shown in fig. 1 to 3, the first composite wing 20 and the second composite wing 30 are arranged at intervals along the axis direction Y of the fuselage 10, the first composite wing 20 and the second composite wing 30 are non-spinning wings, the horizontal driving mechanism 50 does not work in the vertical take-off and landing process of the integrated non-spinning rotor aircraft 1, the first power source 22 drives the first rotor 21 to rotate, the second power source 32 drives the second rotor 31 to rotate, the first rotor 21 and the second rotor 31 rotate to generate lift force, that is, the first power source 22 and the second power source 32 are used as power sources of the lift force of the integrated non-spinning rotor aircraft 1, so that the integrated non-spinning rotor aircraft 1 can vertically ascend, that is, the lifting of the integrated non-spinning rotor aircraft 1 can be realized without arranging a runway. The rotation directions of the two first rotors 21 of the first composite wing 20 are opposite, and the rotation directions of the two second rotors 31 of the second composite wing 30 are opposite, so that the aircraft flight process is more stable.

The lift analysis diagram of the integrated non-spinning rotor aircraft 1 in the vertical take-off and landing process is shown in fig. 4, wherein a in fig. 4 is the combined lift force generated by the two first composite wings 20, B in fig. 4 is the combined force generated by the two second composite wings 30, C in fig. 4 is the combined force of the combined force a and the combined force B, and G is the gravity of the integrated non-spinning rotor aircraft 1. When the total force C is greater than the gravity G of the integrated non-spinning rotor aircraft 1, the integrated non-spinning rotor aircraft 1 ascends, when the total force C is equal to the gravity G of the integrated non-spinning rotor aircraft 1, the integrated non-spinning rotor aircraft 1 keeps the flying height unchanged, and when the total force C is less than the gravity G of the integrated non-spinning rotor aircraft 1, the integrated non-spinning rotor aircraft 1 descends.

When the integrated non-spinning rotor aircraft 1 rises to a certain altitude, the controller starts the fixed altitude mode, i.e. controls the first power source 22 and the second power source 32 such that the total force C is equal to the gravity G of the integrated non-spinning rotor aircraft 1, so that the integrated non-spinning rotor aircraft 1 keeps the altitude unchanged. Then the controller controls the horizontal driving mechanism 50 to start, so that the integrated non-spinning rotor aircraft 1 accelerates to fly horizontally, and when the integrated non-spinning rotor aircraft 1 flies to a certain speed, the controller starts the rotating mechanism 40, and controls the first composite wing 20 to rotate to the first composite wing second working surface, and the second composite wing 30 does not rotate, so that the rotating surface of the first rotor 21 and the rotating surface of the second rotor 31 form a preset elevation angle. When the integrated non-spinning rotor aircraft 1 flies stably, the controller turns off the fixed altitude mode, and the integrated non-spinning rotor aircraft 1 is converted into a horizontal flying state.

The first working surface of the first composite wing and the second working surface of the first composite wing are rotating surfaces when the first rotor wing rotates to different angles.

The integrated non-spinning rotor aircraft 1 has two parts of lift sources generated by the first composite wing 20 in the horizontal flight process, one part is the lift generated by the first rotor wing 21 and the second rotor wing 31 driven by the first power source 22 and the second power source 32 to rotate, and the other part is the lift generated when wind acts on the rotating first rotor wing 21, and the angle of rotation of the first composite wing 20 can be smaller due to the fact that the first power source 22 and the second power source 32 are arranged on the integrated non-spinning rotor aircraft 1 provided by the embodiment of the application, the flight resistance is smaller due to the fact that the angle of rotation of the first composite wing 20 is smaller, and the flight speed of the integrated non-spinning rotor aircraft 1 is faster. In the horizontal flight state, the integrated non-spinning rotor aircraft 1 does not need to tilt, and has a simple structure, so that the integrated non-spinning rotor aircraft is safer and more reliable, has longer service life and is convenient for mass production.

As shown in fig. 5, a lift analysis chart of the integrated non-spinning rotor aircraft 1 in a horizontal flight state provided by the embodiment of the application is shown in fig. 5, M is a second working surface of a first composite wing, a is an included angle between the M surface and the working surface of the integrated non-spinning rotor aircraft 1, V is a relative speed between the integrated non-spinning rotor aircraft 1 and air when the integrated non-spinning rotor aircraft 1 is in horizontal flight, and E is a lift generated by two first composite wings 20.

When the wind speed V is smaller, the lift force of the first composite wing 20 and the second composite wing 30 is mainly provided by the first power source 22 and the second power source 32, and when the flying speed of the integrated non-spinning rotor aircraft 1 is faster, the lift force of the wind speed V blown to the first composite wing 20 rotated by the integrated non-spinning rotor aircraft 1 is bigger and bigger, and becomes the main force of the aircraft receiving the lift force, and other lift forces of the aircraft can be ignored.

It should be noted that, when the integrated non-spinning rotor aircraft provided by the embodiment of the application flies at a high speed, the flight principle is the same as that of the rotor aircraft in the prior art, but the rotor aircraft in the prior art can only fly by autorotation when the included angle between the rotor rotating surface and the working surface of the aircraft is larger, if the included angle is too small, the spinning speed of the rotor is unstable. If the included angle is too large, the wing is subjected to larger resistance, and the flying efficiency is low. In the embodiment of the present application, the rotation of the first synthetic wing 20 and the second synthetic wing 30 is controlled by the first power source 22 and the second power source 32 respectively, which is not affected by the included angle between the working surfaces of the wing and the fuselage, and the included angle can be larger or smaller, and the smaller the included angle is, the faster the flying speed is, and the higher the flying efficiency is. Therefore, the integrated non-spinning rotor aircraft 1 provided by the embodiment of the application is safe and reliable in flight, easy to adjust in flight speed, capable of stably flying at a low speed, hovering, taking off and landing vertically, and flying rapidly, simple in structure and low in cost.

Specifically, the two first composite wings 20 are symmetrically disposed with respect to the axis of the fuselage 10, and the two second composite wings 30 are symmetrically disposed with respect to the axis of the fuselage 10, so that the integrated non-spinning rotorcraft 1 flies more smoothly.

The process of converting the integrated non-spinning rotor aircraft provided by the embodiment of the application from the horizontal flight state to the vertical take-off and landing flight state is as follows:

When the integrated non-spinning rotor aircraft 1 rises to a certain height, the control is used for starting the fixed-height mode, namely, the first power source 22 and the second power source 32 are controlled so that the total force C is equal to the gravity G of the integrated non-spinning rotor aircraft 1, and the integrated non-spinning rotor aircraft 1 keeps the flying height unchanged. When the integrated non-spinning rotor aircraft 1 is stable in flight, the controller controls the rotating mechanism 40 to rotate the two first composite wings 20, so that the first composite wings 20 rotate to the first composite wing second working surface, the horizontal driving mechanism 50 controls the integrated non-spinning rotor aircraft 1 to slow down the flight speed, and after the integrated non-spinning rotor aircraft 1 is stable in flight, the horizontal driving mechanism 50 is closed.

Specifically, as shown in fig. 6 and 12, the integrated non-spinning rotor aircraft 1 further includes two support plates 51, the horizontal driving mechanism 50 includes two driving paddles 52, the two driving paddles 52 are disposed on two sides of the fuselage 10 through the support plates 51, the driving paddles 52 are connected with the fuselage 10 through the support plates 51, and the driving paddles 52 include paddles 521, a driving paddle rotating shaft 522, and a driving paddle power source 523. The driving paddle power source 523 is connected with the driving paddle rotating shaft 522, the driving paddle rotating shaft 522 is connected with the blade 521, the driving paddle power source 523 drives the blade 521 to rotate through the driving paddle rotating shaft 522, and the rotating shafts (namely, the driving paddle rotating shafts 522) of the two driving paddles 52 are parallel, so that the flying working surface of the integrated non-spinning rotor aircraft 1 is more stable. Specifically, as shown in fig. 6 and 7, the first rotor 21 includes two first sub-wings 211 having inclined surfaces, and the inclined surfaces of the two first sub-wings 211 are opposite in inclination direction. The first rotor wing 21 can generate lift force more efficiently when receiving wind power, and wind power is better utilized. More specifically, the tip of the first sub-wing 211 has a warpage portion 2110, and the warpage portion 2110 further improves the structural rationality of the first rotor 21, so that the first rotor 21 can rotate better when receiving wind, and similarly, the second rotor 31 includes two second sub-wings 311 having inclined surfaces.

It should be noted that, as shown in fig. 1, the integrated non-spinning rotor aircraft 1 includes a rudder 60, and the rudder 60 is disposed at the tail of the fuselage 10, so that the movable airfoil portion of the integrated non-spinning rotor aircraft 1 for heading manipulation can be realized. The flying direction of the integrated non-spinning rotorcraft 1 can be controlled by operating the rudder 60.

The fuselage of the integrated non-spinning rotor aircraft 1 is also provided with a barometer, the barometer is in signal connection with a controller, and when the barometer detects that the integrated non-spinning rotor aircraft 1 rises to a certain height, the controller starts a fixed-height mode.

In some embodiments, as shown in fig. 1 and 3, the body 10 includes a housing 11, a part of the rotating mechanism 40 is disposed on the housing 11, and the other part of the rotating mechanism extends out of the rotating shaft to be fixedly connected with the first power source 22, that is, a first transmission shaft 42 of the rotating mechanism 40 extends out of the housing 11 to be fixedly connected with the first power source 22, and the rotating mechanism 40 drives the first composite wing 20 to integrally tilt relative to the body 10, so that the first composite wing 20 can rotate by a preset elevation angle.

In the embodiment of the application, the casing 11 protects the internal structure of the fuselage 10, and the rotating mechanism 40 drives the first power source 22 to rotate so as to enable the first rotor 21 to rotate, so that interference between the rotating mechanism 40 and the first rotor 21 can be prevented when the first rotor 21 rotates.

In some embodiments, as shown in fig. 13, there are four second composite wings 30, where two second composite wings 30 are disposed on two sides of the aircraft 1 that are bilaterally symmetric about the nose, two other second composite wings 30 are disposed on two sides of the aircraft that are bilaterally symmetric about the tail, two first composite wings 20 are disposed on two sides of the aircraft that are bilaterally symmetric about the center of gravity of the middle of the aircraft, two first composite wings 20 and four second composite wings 30 are combined to form a composite non-spinning rotor aircraft with six composite wings, the number of horizontal driving mechanisms 50 is two or one, when the number of horizontal driving mechanisms 50 is two, two horizontal driving mechanisms 50 are disposed on two sides of the aircraft 1 that are bilaterally symmetric about the nose, and when the number of horizontal driving mechanisms 50 is one, one horizontal driving mechanism 50 is disposed on the foremost end of the central position of the aircraft 1 that is the nose or the rearmost end of the aircraft tail. As shown in fig. 13, the horizontal drive mechanism 50 may be provided on the nose portion of the aircraft.

In some embodiments, as shown in fig. 11 and 12, there are eight second composite wings 30, four second composite wings 30 are disposed on two sides of the aircraft 1 that are bilaterally symmetrical about the nose, and four other second composite wings 30 are disposed on two sides of the aircraft that are bilaterally symmetrical about the tail, two first composite wings 20 are disposed on two sides of the aircraft that are bilaterally symmetrical about the center of gravity at the middle of the aircraft, two horizontal driving mechanisms 50 are disposed on two sides of the aircraft 1 that are bilaterally symmetrical about the center of gravity when the number of horizontal driving mechanisms 50 is two, and one horizontal driving mechanism 50 is disposed on the foremost end of the aircraft 1 that is positioned at the center of the nose or the rearmost end of the aircraft 1 that is positioned at the center of the tail when the number of horizontal driving mechanisms 50 is one.

In some embodiments, as shown in fig. 1, 2 and 6, the number of the second composite wings 30 is two, the two second composite wings 30 are disposed on two sides of the tail of the aircraft 1, the number of the first composite wings 20 is two, the two first composite wings 20 are disposed on two sides of the tail of the aircraft 1, the distance between the first composite wings 20 and the head of the aircraft 1 is smaller than the distance between the first composite wings 20 and the tail of the aircraft 1, the number of the horizontal driving mechanisms 50 is two or one, when the number of the horizontal driving mechanisms 50 is two, the two horizontal driving mechanisms 50 are disposed on two sides of the tail of the aircraft 1, and when the number of the horizontal driving mechanisms 50 is one, one horizontal driving mechanism 50 is disposed at the foremost end of the center position of the head of the aircraft 1 or the rearmost end of the tail of the aircraft 1.

In some embodiments of the present application, as shown in fig. 1 and 3, the body 10 includes a housing 11, the rotation mechanism 40 includes a first driving member 41 and a first transmission shaft 42, the first driving member 41 is disposed in the housing 11, the first driving member 41 is connected to the first transmission shaft 42, and the first transmission shaft 42 is fixedly connected to the first power source 22, and the first driving member 41 rotates the first power source 22 by driving the first transmission shaft 42 to rotate, so as to rotate the first rotor 21.

In the embodiment of the present application, the first driving member 41 drives the first transmission shaft 42 to rotate, and the first transmission shaft 42 further drives the first power source 22 to rotate, and since the first power source 22 is connected to the first rotor 21, the first end power source can drive the first rotor 21 to rotate. The first drive shaft 42 is connected to the first power source 22 without affecting the rotation of the first rotor 21 to make the integrated non-spinning rotor aircraft 1 more stable during flight.

In some embodiments of the present application, as shown in fig. 3, a first transmission shaft 42 is disposed through the housing 11 and connected to the first power source 22, and a first bearing 12 is disposed between the first transmission shaft 42 and the housing 11. The first bearing is high in transmission efficiency, the first transmission shaft 42 is rotationally connected with the shell 11 through the first bearing, friction resistance in the rotation process of the first transmission shaft 42 can be reduced, and the device is convenient to install and maintain.

In some embodiments of the present application, as shown in fig. 3, the first driving member 41 includes a first transmission gear 411, a first power gear 412, and a first motor 413, the first transmission shaft 42 includes two first transmission shafts 421, the first transmission gear 411 is a dual output shaft gear, the machine body 10 includes a machine shell 11, the two first transmission shafts 421 are disposed on two sides of the first transmission gear 411 along the axis direction Y of the machine body 10, and an output shaft of the first motor 413 is connected to the first power gear 412 for driving the first power gear 412 to rotate, and the first power gear 412 is meshed with the first transmission gear 411.

In the embodiment of the present application, as shown in fig. 3, the first transmission gear 411 is a dual-output shaft gear, and two output shafts of the first transmission gear 411 are oppositely disposed in the first direction X, two first transmission rotating shafts 421 are respectively connected with two output shafts of the first transmission gear 411, the first motor 413 drives the first power gear 412 to rotate, and the first power gear 412 is meshed with the first transmission gear 411, so that the first power gear 412 drives the first transmission gear 411 to rotate, and further drives the two first transmission rotating shafts 421 to rotate, thereby realizing that the first transmission rotating shafts 421 drive the first power source 22 to rotate. The gear engagement transmission has the advantages of reliable operation, high efficiency and compact structure, so that the rotation of the first synthetic wing 20 is more accurate and reliable in the embodiment of the application.

In some embodiments of the present application, the first driving member 41 is a second motor (not shown), the first transmission shaft 42 includes two second transmission shafts (not shown), the second motor is a dual output shaft motor, the two second transmission shafts are disposed on two sides of the second motor along the axial direction of the machine body 10, one end of the second transmission shaft is connected to an output shaft of the second motor, and the other end of the second transmission shaft is fixedly connected to the first power source 22.

In the embodiment of the application, the two output shafts of the second motor are respectively connected with the second transmission rotating shaft, one end of the second transmission rotating shaft is also connected with the first power source 22, and the second transmission rotating shaft is rotated through the rotation of the second motor, so that the first power source 22 is driven to rotate, the structure is simple, a built-in gear transmission assembly is not needed, the internal space of the machine body 10 is saved, and the weight of the machine body 10 is reduced.

In some embodiments of the present application, the rotating mechanism 40 includes two second transmission gears (not shown), two second power gears (not shown), and two third motors (not shown), where the second transmission gears are disposed in the machine body 10 at intervals along a direction perpendicular to the axis of the machine body 10, the second transmission gears are disposed corresponding to the second power gears, and the two third motors are used to drive the second power gears respectively, and the second power gears are meshed with the second transmission gears.

In the embodiment of the application, the two third motors respectively control the second power gears, and the second power gears can drive the second transmission gears to rotate because the second power gears are meshed with the second transmission gears. With the above arrangement, maintenance and installation of the rotating mechanism 40 are facilitated.

In some embodiments of the present application, as shown in fig. 1, the rotating mechanism 40 further includes a connection plate 43, the first transmission shaft 42 is connected to the connection plate 43, and the first power source 22 is disposed on the connection plate 43.

In the embodiment of the application, the first transmission shaft 42 is connected with the first power source 22 through the connecting plate 43, the first power source 22 is arranged on the connecting plate 43, and the area of the connecting plate 43 is larger, so that the first power source 22 can be installed more stably.

In some embodiments of the application, the preset elevation angle is 0 ° -45 °.

In the embodiment of the application, the included angle between the rotating surface of the first rotor wing 21 and the rotating surface of the second rotor wing 31 ranges from 0 to 45 degrees, and compared with other planes, the included angle is smaller, the flying efficiency is higher, and the flying is faster.

In some embodiments of the present application, as shown in fig. 1, the length of first rotor 21 is greater than the length of second rotor 31. The length of the first rotor wing 21 is larger, the length of the first rotor wing 21 is smaller, and the structure is reasonable.

In some embodiments, as shown in fig. 14, the number of the second composite wings 30 is two, the two second composite wings 30 are disposed on two sides of the left-right symmetry of the tail of the aircraft, the number of the first composite wings 20 is one, the first composite wings 20 are disposed on the top of the aircraft, the distance between the first composite wings 20 and the head of the aircraft 1 is smaller than the distance between the first composite wings 20 and the tail of the aircraft 1, the number of the horizontal driving mechanisms 50 is two, and the two horizontal driving mechanisms 50 are disposed on two sides of the left-right symmetry of the aircraft. The direction of the nose of the aircraft 1 is the position in which the blade 521 of the horizontal driving mechanism 50 is oriented, and for example, in fig. 14, the left side of the aircraft body 10 is the nose, and the right side is the tail.

In some embodiments, as shown in fig. 10, the number of second composite wings 30 is one, the second composite wings 30 are arranged in the middle of the tail portion of the aircraft, the number of first composite wings 20 is one, the first composite wings 20 are arranged on the top portion of the aircraft, the distance between the first composite wings 20 and the head portion of the aircraft is smaller than the distance between the first composite wings 20 and the tail portion of the aircraft, the number of horizontal driving mechanisms 50 is two, and two horizontal driving mechanisms 50 are arranged on two sides of the aircraft which are bilaterally symmetrical.

Embodiments of the second aspect of the present application provide a method of using a composite non-spinning rotor aircraft, for use with the above composite non-spinning rotor aircraft, comprising:

s1, after receiving a vertical take-off instruction, the controller controls the rotating mechanism 40 to automatically combine all the components to form a multi-rotor aircraft, and sends electric signals to the first power source 22 and the second power source 32;

specifically, automatically assembling the components includes controlling the rotation mechanism 40 to rotate the first composite wing 20 such that the plane of the first rotor 21 in the first composite wing 20 is parallel to the plane of the aircraft fuselage or such that the plane of rotation of the first composite wing 20 is at a small angle to the plane of flight of the fuselage 10.

S2, the first power source 22 and the second power source 32 control the first rotor wing 21 and the second rotor wing 31 to rotate, and lift force is generated to enable the aircraft to take off vertically;

S3, after the controller receives the horizontal flight state instruction, the controller controls the horizontal driving mechanism 50 of the airplane to start so as to enable the airplane to accelerate horizontally;

And S4, when the integrated non-spinning rotor aircraft accelerates to a preset speed, the controller sends an electric signal to the rotating mechanism 40, and the rotating mechanism 40 controls the first composite wing 20 to rotate to a preset elevation angle so as to enable the integrated non-spinning rotor aircraft to fly horizontally, and the integrated non-spinning rotor aircraft completes the turning rotor aircraft.

The comprehensive non-spinning rotor aircraft completes the body-changing rotor aircraft, and the principle of flying of the comprehensive non-spinning rotor aircraft in a horizontal flying state is the same as that of the rotor aircraft.

Specifically, as shown in fig. 10, the integrated non-spinning rotor aircraft further includes a landing gear 13, and the landing gear 13 is disposed at the bottom of the fuselage 10.

In the vertical takeoff and landing state, the rotation plane of the first composite wing 20 may be parallel to the flight plane of the fuselage 10. Of course the plane of rotation of the first composite wing 20 may also be at a small angle to the plane of flight of the fuselage 10.

As shown in fig. 9, when the first composite wing 20 is disposed at the top of the fuselage 10, the rotating mechanism 40 includes a second driving element 441, a second power gear 442, a second transmission gear 443, a second transmission shaft 444, a protective housing 445, and a transmission frame 446, wherein the protective housing 445 is fixedly connected with the top of the fuselage 10, the second driving element 441, the second power gear 442, and the second transmission gear 443 are disposed inside the protective housing 445, an output shaft of the second driving element 441 is connected with the second power gear 442, the second power gear 442 is meshed with the second transmission gear 443, the second transmission gear 443 is sleeved on the second transmission shaft 444, the second transmission gear 443 can drive the second transmission shaft 444 to rotate, the second transmission shaft 444 is partially disposed inside the protective housing 445, two ends of the second transmission shaft 444 extend out of the protective housing 445, and two ends of the second transmission shaft are respectively connected with the transmission frame 446, and the transmission frame 446 is fixedly connected with the first power source 22 of the first composite wing 20.

In the practical application process, the controller sends an electrical signal to the second driving element 441, and the output shaft of the second driving element 441 rotates to drive the second power gear 442 to rotate and further drive the second transmission gear 443 to rotate, so that the second transmission shaft 444 drives the transmission frame 446 to rotate, and the transmission frame 446 drives the first power source 22 to rotate, so as to realize tilting of the first composite wing 20 relative to the machine body 10.

Specifically, as shown in fig. 9, a second bearing 4451 is provided on the protective case 445, and the second bearing 4451 is provided between the second transmission shaft 444 and the protective case 445.

It is noted that relational terms such as first and second, and the like are used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. Moreover, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one does not exclude the presence of other like elements in a process, method, article, or apparatus that comprises an element.

The foregoing description is only of the preferred embodiments of the present application and is not intended to limit the scope of the present application. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present application are included in the protection scope of the present application.

Claims

1. An integrated non-spinning rotorcraft, comprising:

the device comprises a machine body (10), a first composite wing (20), a second composite wing (30), a rotating mechanism (40), a horizontal driving mechanism (50) and a controller;

at least one first composite wing (20) is rotationally connected with the machine body (10) through the rotating mechanism (40), and the second composite wing (30) is connected with the machine body (10);

The first composite wing (20) comprises a first power source (22), a first rotating shaft (221) and a first rotor wing (21), wherein the first power source (22) is connected with the first rotor wing (21) through the first rotating shaft (221), the first power source (22) is used for providing power for the rotation of the first rotor wing (21), the second composite wing (30) comprises a second power source (32), a second rotating shaft (321) and a second rotor wing (31), the second power source (32) is connected with the second rotor wing (31) through the second rotating shaft (321), and the second power source (32) is used for providing power for the rotation of the second rotor wing (31);

The rotating mechanism (40) can drive the first composite wing (20) to tilt relative to the machine body (10) so that the first composite wing (20) can tilt by a preset elevation angle;

The horizontal drive mechanism (50) is used for providing power for the horizontal flight of the integrated non-spinning rotor aircraft;

The controller is respectively connected with the first power source (22), the second power source (32), the rotating mechanism (40) and the horizontal driving mechanism (50) in a signal manner;

The integrated non-spinning rotor aircraft has a vertical takeoff and landing state and a horizontal flight state, and is capable of being switched from one operating state to another by controlling the first power source (22) and the rotating mechanism (40).

2. The integrated non-spinning rotor aircraft of claim 1, wherein the integrated non-spinning rotor aircraft has a fuselage-changing function comprising:

when the aircraft is in a vertical take-off and landing state, the controller controls the rotating mechanism to automatically combine all the components of the aircraft to form a multi-rotor aircraft;

When the aircraft is in a horizontal flight state, the controller controls the rotating mechanism, automatically combines all parts of the aircraft to form a rotorcraft, and adds a power source driving device on each rotor.

3. The integrated non-spinning rotor aircraft according to claim 1, wherein the lift generated by the first rotor acting on the first composite wing (20) is the primary lift of the aircraft when the aircraft is in the horizontal flight condition, the wind being generated by the relative speed of the aircraft and the air.

4. The integrated non-spinning rotorcraft of claim 1,

The number of first composite wings (20) is one or more;

the number of second composite wings (30) is one or more.

5. The integrated non-spinning rotor aircraft according to claim 1, wherein the fuselage (10) comprises a housing (11), a part of the rotating mechanism (40) is arranged on the housing (11), the other part of the rotating mechanism extends out of the rotating shaft and is fixedly connected with the first power source (22), and the rotating mechanism drives the first composite wing (20) to integrally rotate in a tilting manner relative to the fuselage (10) so that the first composite wing (20) can rotate by a preset elevation angle.

6. The integrated non-spinning rotor aircraft according to any one of claims 1-5, wherein the number of second composite wings (30) is four, wherein two of the second composite wings (30) are arranged on both sides of the aircraft nose portion that is bilaterally symmetrical, and the other two of the second composite wings (30) are arranged on both sides of the aircraft tail portion that is bilaterally symmetrical;

The number of the first synthetic wings (20) is two, and the two first synthetic wings (20) are arranged at the center of gravity position of the middle part of the airplane and are arranged at the two sides of the bilateral symmetry of the airplane;

The number of the horizontal driving mechanisms is two or one, and when the number of the horizontal driving mechanisms is two, the two horizontal driving mechanisms are arranged on the two sides of the plane which are bilaterally symmetrical;

When the number of the horizontal driving mechanisms is one, one horizontal driving mechanism is arranged at the forefront end of the center position of the aircraft head or at the rearmost end of the center of the aircraft tail.

7. The integrated non-spinning rotor aircraft according to any one of claims 1-5, wherein the number of second composite wings (30) is eight, wherein four second composite wings (30) are arranged on both sides of the aircraft nose portion that is bilaterally symmetrical, and the other four second composite wings (30) are arranged on both sides of the aircraft tail portion that is bilaterally symmetrical;

The number of the first synthetic wings (20) is two, and the two first synthetic wings (20) are arranged on two sides of the center of gravity of the middle part of the airplane, which are bilaterally symmetrical;

8. The integrated non-gyroplane of any of claims 1-5, wherein there are two of the second composite wings (30), the two second composite wings (30) being disposed on either side of the aircraft tail that is bilaterally symmetric;

The number of the first synthetic wings (20) is two, the two first synthetic wings (20) are arranged on the bilateral symmetry two sides of the aircraft, and the distance between the first synthetic wings (20) and the aircraft head is smaller than the distance between the first synthetic wings (20) and the aircraft tail;

9. The integrated non-gyroplane of any of claims 1-5, wherein there are two of the second composite wings (30), the two second composite wings (30) being disposed on either side of the aircraft tail that is bilaterally symmetric;

the number of the first composite wings (20) is one, the first composite wings (20) are arranged at the top of the aircraft, and the distance between the first composite wings (20) and the aircraft head is smaller than the distance between the first composite wings (20) and the aircraft tail;

The number of the horizontal driving mechanisms is two, and the two horizontal driving mechanisms are arranged on the two sides of the plane, which are bilaterally symmetrical.

10. The integrated non-gyroplane of any of claims 1-5, wherein the number of second composite wings (30) is one, the second composite wings (30) being disposed intermediate the tail top of the plane;

11. A method of using a composite non-spinning rotor aircraft as claimed in any one of claims 1 to 10, comprising:

after receiving the vertical take-off instruction, the controller controls the rotating mechanism to automatically combine all the components to form a multi-rotor aircraft, and sends an electric signal to the first power source (22) and the second power source (32);

The first power source (22) and the second power source (32) control the first rotor wing (21) and the second rotor wing (31) to rotate, and lift force is generated to enable the aircraft to take off vertically;

When the controller receives a horizontal flight state instruction, the controller controls a horizontal driving mechanism (50) of the aircraft to start so as to enable the aircraft to accelerate horizontally;

When the aircraft accelerates to a preset speed, the controller sends an electric signal to the rotating mechanism (40), and the rotating mechanism (40) controls the first composite wing (20) to rotate to a preset elevation angle so as to enable the aircraft to fly horizontally, and the aircraft completes the body-changing rotorcraft.