CN113716033B - Multipurpose aircraft - Google Patents
Multipurpose aircraft Download PDFInfo
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- CN113716033B CN113716033B CN202111034050.8A CN202111034050A CN113716033B CN 113716033 B CN113716033 B CN 113716033B CN 202111034050 A CN202111034050 A CN 202111034050A CN 113716033 B CN113716033 B CN 113716033B
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- 230000001133 acceleration Effects 0.000 description 4
- 238000011161 development Methods 0.000 description 4
- 238000010586 diagram Methods 0.000 description 4
- 239000000446 fuel Substances 0.000 description 3
- 238000011160 research Methods 0.000 description 3
- 238000013461 design Methods 0.000 description 2
- RZVHIXYEVGDQDX-UHFFFAOYSA-N 9,10-anthraquinone Chemical compound C1=CC=C2C(=O)C3=CC=CC=C3C(=O)C2=C1 RZVHIXYEVGDQDX-UHFFFAOYSA-N 0.000 description 1
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- 238000005265 energy consumption Methods 0.000 description 1
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C27/00—Rotorcraft; Rotors peculiar thereto
- B64C27/22—Compound rotorcraft, i.e. aircraft using in flight the features of both aeroplane and rotorcraft
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C1/00—Fuselages; Constructional features common to fuselages, wings, stabilising surfaces or the like
- B64C1/30—Parts of fuselage relatively movable to reduce overall dimensions of aircraft
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C29/00—Aircraft capable of landing or taking-off vertically, e.g. vertical take-off and landing [VTOL] aircraft
- B64C29/02—Aircraft capable of landing or taking-off vertically, e.g. vertical take-off and landing [VTOL] aircraft having its flight directional axis vertical when grounded
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Abstract
The present application relates to a multipurpose aircraft. The utility aircraft includes: fuselage and wing, the wing includes: the base is arranged at the top of the machine body; the front wing comprises a front wing body and a first rotor wing, the front wing body is hinged with the base, the first rotor wing is arranged on the front wing body, and the axis of the first rotor wing is parallel to the take-off and landing direction of the multipurpose plane; the main wing comprises a main wing body and a second rotor wing, the main wing body is arranged on the base, and the second rotor wing is arranged on the main wing body; the rear wing comprises a rear wing body and a third rotor wing, the rear wing body is hinged with the base, the third rotor wing is arranged on the rear wing body, and the axis of the third rotor wing is parallel to the take-off and landing direction of the multipurpose plane; the front wing is positioned on one side of the base close to the nose, the rear wing is positioned on one side of the base close to the tail, and the main wing is positioned between the front wing and the rear wing. The multipurpose airplane can realize short-distance take-off and landing and vertical take-off and landing, and has high cruising speed and good economy.
Description
Technical Field
The application relates to the field of aviation equipment, in particular to a multipurpose airplane.
Background
The existing fixed wing general aircraft needs good infrastructure for taking off and landing, and usually needs a runway with the length not less than 800 meters so as to ensure the normal operation of the aircraft. While conventional rotorcraft, such as helicopters, may take off and land vertically, rotorcraft cruises at a slower speed, about 250km/h, a shorter range, about 600km, and fuel economy that is not comparable to that of fixed wing aircraft. The existing aircraft cannot achieve the advantages of the fixed-wing aircraft and the rotary-wing aircraft.
Disclosure of Invention
Based on the problems, the application provides a multipurpose airplane, which realizes short take-off and landing and vertical take-off and landing of the airplane.
One embodiment of the present application provides a multi-purpose aircraft comprising: a fuselage and a wing, the wing comprising: the base is arranged at the top of the machine body; the front wing comprises a front wing body and a first rotor wing, the front wing body is hinged with the base, the first rotor wing is arranged on the front wing body, and the axis of the first rotor wing is parallel to the take-off and landing direction of the multipurpose plane; the main wing comprises a main wing body and a second rotor wing, the main wing body is arranged on the base, and the second rotor wing is arranged on the main wing body; the rear wing comprises a rear wing body and a third rotor wing, the rear wing body is hinged with the base, the third rotor wing is arranged on the rear wing body, and the axis of the third rotor wing is parallel to the take-off and landing direction of the multipurpose plane; the front wing is located on one side of the base close to the nose, the rear wing is located on one side of the base close to the tail, and the main wing is located between the front wing and the rear wing.
According to some embodiments of the application, the utility aircraft further comprises a drive structure that drives the main wing body in rotation to adjust the axis of the second rotor to be parallel to the axis of the fuselage or to the direction of take-off and landing of the utility aircraft.
According to some embodiments of the application, the angle between the axis of the fuselage and the front wing body is 30 ° to 60 ° and the angle between the axis of the fuselage and the rear wing body is 30 ° to 60 ° when the utility aircraft is in cruise mode.
According to some embodiments of the application, the multi-purpose aircraft is in cruise mode with the front and rear wing bodies both parallel to the axis of the fuselage.
According to some embodiments of the application, the blades of the first and third rotors are parallel to the axis of the fuselage when the utility aircraft is in cruise mode.
According to some embodiments of the application, the multi-purpose aircraft further comprises a folding structure by which the main wing body is foldable to be parallel to the axis of the fuselage.
According to some embodiments of the application, the mounting heights of the front wing, the main wing and the rear wing are sequentially reduced.
According to some embodiments of the application, a plurality of seats are disposed within the fuselage.
According to some embodiments of the application, the fuselage is provided with hatches for loading and unloading cargo.
According to some embodiments of the application, the fuselage is provided with a photodetection pod and a weapon pylon.
The multipurpose airplane can realize short-distance take-off and landing and vertical take-off and landing, has the advantages of a fixed-wing airplane and a helicopter, and has high cruising speed and high energy consumption economy. The modularized design is adopted, the fuselage and the wing are taken as two independent modules, and different fuselages and wings can be used for connection according to different requirements, so that the research, development and manufacturing cost is saved.
Drawings
In order to more clearly illustrate the technical solutions of the present application, the drawings that are needed in the description of the embodiments will be briefly described below, it being obvious that the drawings in the following description are only some embodiments of the present application, and that other drawings may be obtained according to these drawings by a person skilled in the art without departing from the scope of the present application as claimed.
FIG. 1 is a schematic illustration of a multi-purpose aircraft according to an embodiment of the application;
FIG. 2 is a top view of a multi-purpose aircraft according to an embodiment of the application;
FIG. 3 is a schematic view of a drive configuration and a folding configuration of an embodiment of the present application;
FIG. 4 is a schematic illustration of a multipurpose aircraft vertical takeoff and landing mode according to an embodiment of the present application;
FIG. 5 is a schematic illustration of a multi-purpose aircraft cruise mode first of an embodiment of the present application;
FIG. 6 is a schematic diagram II of a multi-purpose aircraft cruise mode according to an embodiment of the present application;
FIG. 7 is a schematic diagram of a multi-purpose aircraft shutdown state of an embodiment of the application;
FIG. 8 is a schematic diagram II of a multi-purpose aircraft shutdown state according to an embodiment of the application;
FIG. 9 is a schematic third view of a multi-purpose aircraft shutdown state in accordance with an embodiment of the application;
FIG. 10 is a schematic diagram II of a multi-purpose aircraft according to an embodiment of the application;
fig. 11 is a schematic view of a multi-purpose aircraft in accordance with an embodiment of the application.
Detailed Description
The following description of the embodiments of the present application will be made more complete and clear by reference to the accompanying drawings of embodiments of the present application, wherein it is evident that the embodiments described are some, but not all, of the embodiments of the present application. All other embodiments, which can be made by those skilled in the art based on the embodiments of the application without making any inventive effort, are intended to be within the scope of the application.
As shown in fig. 1, the present embodiment provides a multipurpose plane 100, where the multipurpose plane 100 includes a fuselage 1 and wings 2, the wings 2 are disposed on top of the fuselage 1, the fuselage 1 and the wings 2 are connected by connecting pieces 3, and in this embodiment, the connecting pieces 3 may be bolts. The fuselage 1 and the wing 2 are used as separate modules, and the fuselage 1 and the wing 2 with different functions can be assembled according to different requirements.
As shown in fig. 2, the wing 2 includes a base 21, a front wing 22, a main wing 23, and a rear wing 24. Wherein the front wing 22, the main wing 23 and the rear wing 24 are all disposed on the chassis 21. The base 21 is disposed on top of the body 1, and in this embodiment, the base 21 is detachably connected to the body 1 by bolts. Other connection modes of the base 21 and the body 1 may be selected according to need, and the present application is not limited thereto. In this embodiment, the axis direction of the fuselage 1 is the X direction, the direction perpendicular to the X direction in the horizontal plane is the Y direction, and the take-off and landing direction of the aircraft is the Z direction.
The front wing 22 includes a front wing body 221 and a first rotor 222, and one end of the front wing body 221 is hinged to the base 21 through a rotation shaft. The front wing body 221 is rotatable about a rotation axis parallel to the take-off and landing direction of the aircraft. Alternatively, the front wing body 221 is rotated by a first driver (not shown), which may be a motor. The first rotor 222 is disposed on the front wing body 221, and an axis of the first rotor 222 is parallel to a take-off and landing direction, i.e., a Z-direction, of the multipurpose aircraft 100. The first rotor 222 provides power for the takeoff and landing of the utility aircraft 100.
In this embodiment, the number of front wings 22 is two, and the two front wings 22 are respectively disposed on the left and right sides of the base 21. The number of first rotors 222 included in each front wing 22 is set according to the requirement, and in this embodiment, two first rotors 222 are disposed on each front wing body 221.
Main wing 23 includes a main wing body 231 and a second rotor 232. The main wing body 231 is disposed on the base 21, and the second rotor 232 is disposed on the main wing body 231. The main wing body 231 of the present embodiment is rotatably disposed on the base 21 to adjust the axial direction of the second rotor 232. When the axis of the second rotor 232 is oriented parallel to the axis of the fuselage, the second rotor 232 powers the forward travel of the aircraft. When the axial direction of the second rotor 232 is parallel to the take-off and landing direction of the utility aircraft 100, the direction of the power provided by the second rotor 232 is parallel to the take-off and landing direction of the utility aircraft 100.
In this embodiment, the shape of the main wings 23 is similar to that of a conventional fixed wing, the number of the main wings 23 is two, and the two main wings 23 are respectively disposed on the left and right sides of the base 21. The number of the second rotors 232 provided on each main wing body 231 is set according to the requirement, and in this embodiment, the number of the second rotors 232 provided on each main wing body 231 is two.
Optionally, an aileron 233 and a flap 234 are provided on the main wing body 231, the aileron 233 being used for roll attitude control during normal flight of the aircraft, and the flap 234 being used to increase the lift of the aircraft during short take-off and landing of the aircraft.
The rear wing 24 includes a rear wing body 241 and a third rotor 242, one end of the rear wing body 241 is hinged to the base 21 through a rotation shaft, and the rear wing body 241 is rotatable about the rotation shaft parallel to the take-off and landing direction of the aircraft. Alternatively, the rear wing body 241 is rotated by a second driver (not shown), which may be a motor. The third rotor 242 is disposed on the rear wing body 241, and an axis of the third rotor 242 is parallel to a take-off and landing direction, i.e., a Z-direction, of the multipurpose aircraft 100 to power take-off and landing of the multipurpose aircraft 100.
The number of the rear wings 24 is two, and the two rear wings 24 are respectively arranged at the left side and the right side of the base 21. Two third rotors 242 may be provided on each rear wing body 241, and the number of the third rotors 242 is not limited by the present application.
In this embodiment, the front wing 22 is located on the side of the base 21 close to the nose, the rear wing 24 is located on the side of the base 21 close to the tail, and the main wing 23 is located between the front wing 22 and the rear wing 24.
Alternatively, first rotor 222 and third rotor 242 of the present embodiment are electrically driven rotors, and second rotor 232 is an electrically driven rotor or a conventional pistoning type, turboprop type, fuel powered rotor.
The utility aircraft 100 of the present embodiment powers the take-off and landing of the aircraft through the front wing 22, the main wing 23, and the rear wing 24, and the utility aircraft 100 has a jogging short take-off and landing mode and a vertical take-off and landing mode. When the aircraft takes off and lands at a short distance, because the rotors on the front wing and the rear wing generate tensile force, the aircraft can take off without higher speed, the running distance of the aircraft can be greatly reduced, the dependence on an airport runway is reduced, and the aircraft can take off and land on a simple road of 100-200 meters.
As shown in fig. 3, the multipurpose aircraft 100 further includes a driving structure 4, and the driving structure 4 can drive the main wing body 231 to rotate. Optionally, the driving structure 4 includes a third driver 41 and a rotating seat 42, where the third driver 41 is disposed on the base 21, and the rotating seat 42 is rotatably disposed on the base 21, and the main wing body 231 is connected to the rotating seat 42. The third driver 41 drives the main wing body 231 to rotate through the rotating seat 42, and the rotation of the main wing body 231 can adjust the axial direction of the second rotor 232. Optionally, the third driver 41 is a motor.
As shown in fig. 2, when the utility aircraft 100 is in a ski run short take-off and landing, the axis of the second rotor 232 is parallel to the axis of the fuselage 1, 8 rotors on the front and rear wings provide lift to the aircraft, while 4 second rotors 232 on the main wings provide forward pulling force to the aircraft, causing the aircraft to spin up.
When the aircraft reaches a certain speed, lift force l=0.5×ρ×v is generated on the main wing 23 of the aircraft 2 X S xcl, where ρ is the air density, V is the aircraft forward speed, S is the main wing area, and Cl is the lift coefficient.
At ski-run short take-off, 8 rotor rotations above front and rear wings 22 and 24 provide upward tension and 8f, the tension created by one first rotor or one second rotor. The upward pulling force generated by 8 rotors and the lifting force of the main wing 23 balance the gravity of the aircraft, so that the short-distance take-off and landing of the aircraft are realized.
Because of the tension generated by 8 rotors on the front wing 22 and the rear wing 24, the aircraft can take off without a higher speed, the running distance of the aircraft can be greatly reduced, the dependence on an airport runway is reduced, and the aircraft can take off and land on a simple road of 100-200 meters. And in the short-distance take-off process, the vertical force balance equation is ma=8×F+L-G, wherein m is the aircraft mass, and a is the short-distance take-off acceleration. The aircraft gravity G is now less than the sum of the upward pull force generated by the 8 rotors above the front and rear wings 22, 24 and the lift force of the main wing 23.
When the gravity G of the airplane is larger than the upward pulling force and lifting force of the airplane and 8F+L, the airplane is in a short-distance landing state, and the vertical force balance equation is ma=G-8F-L, wherein m is the mass of the airplane, and a is the short-distance landing acceleration. At this time, the gravity G of the aircraft is greater than the sum of the upward pulling force generated by the eight rotors and the lift force of the main wing.
As shown in fig. 4, the multi-purpose aircraft 100 is in the vertical take-off and landing mode by rotating the main wing body 231 by 90 ° about the Y-direction axis by the driving structure 4, and adjusting the axis of the second rotor 232 from the axis parallel to the fuselage to the take-off and landing direction of the multi-purpose aircraft. The 8 rotors of the front wing 22 and the rear wing 24 and the 4 rotors of the main wing 23 provide upward pulling force of the aircraft together, so as to realize vertical take-off and landing of the aircraft.
Assuming that each rotor provides a pull force F, the upward pull force of the aircraft is 12F, and when the upward pull force 12F of the aircraft is greater than the gravity G of the aircraft, the aircraft achieves vertical takeoff, and the vertical force balance equation is ma=12f—g, where m is the aircraft mass and a is the vertical takeoff acceleration. After the multipurpose plane 100 takes off vertically, the axis of the second rotor 232 is adjusted from being parallel to the take-off and landing direction of the multipurpose plane to being parallel to the axis of the fuselage, so that the multipurpose plane 100 cruises.
When the aircraft gravity G is greater than the aircraft upward tension force by 12F, the aircraft is in a vertical landing state, and the vertical direction force balance equation is ma=g-12F, where m is the aircraft mass and a is the vertical landing acceleration.
As shown in fig. 5, when the utility aircraft 100 is in cruise mode, both the first rotor 222 of the front wing 22 and the third rotor 242 of the rear wing 24 are deactivated. The blades of the first rotor 222 and the third rotor 242 are maintained in a fixed heading state, i.e., the blades of the first rotor 222 and the third rotor 242 are parallel to the axis of the fuselage, to reduce aerodynamic drag of the multi-purpose aircraft 100.
In an alternative, the angle between the axis of the front wing body 221 and the fuselage is 30 ° to 60 ° when the utility aircraft 100 is in cruise mode, the front wing body 221 being inclined toward the nose. The included angle between the rear wing body 241 and the axis of the fuselage is 30-60 deg., and the rear wing body 241 is inclined toward the tail direction. Alternatively, the angle between the front wing body 221 and the axis of the fuselage is 45 °, and the angle between the rear wing body 241 and the axis of the fuselage is 45 °. The front wing body 221 and the rear wing body 241 provide additional aerodynamic lift for the aircraft. The deployment angles of the front wing body 221 and the rear wing body 241 may be set according to the need.
As shown in FIG. 6, in another alternative, when the multi-purpose aircraft 100 is in cruise mode, both the forward wing body 221 and the aft wing body 241 are parallel to the axis of the fuselage. The drag generated by the front and rear wings 22, 24 is minimal, but the front and rear wings 22, 24 cannot provide additional lift.
As shown in fig. 7, when the multi-purpose aircraft 100 is in a stopped state after landing, the front wing 22, the main wing 23 and the rear wing 24 can be in a landing state, so that the multi-purpose aircraft can take off again.
As shown in fig. 8, in order to save the parking space occupied by the multipurpose plane 100, the multipurpose plane 100 further includes a folding structure 5 by which the main wing body 231 is foldable to be parallel to the axis of the fuselage. In this embodiment, the folding structure 5 is a hinge, and the folding structure 5 is respectively connected to the main wing body 231 and the rotating seat 42. The folding and unfolding of the main wing body 231 may be performed manually or driven by a driver. The front wing body 221, the main wing body 231, and the rear wing body 241 are all adjusted to be parallel to the axis of the fuselage to reduce the occupied space of the multipurpose aircraft 100.
As shown in fig. 9, when the multi-purpose aircraft 100 is in a stopped state, the main wing body 231 and the rear wing body 241 can be adjusted to be parallel to the axis of the fuselage, the main wing body 231 is rotated toward the tail of the aircraft, and the included angle between the main wing body 231 and the axis of the fuselage is 30 °, so as to further reduce the occupied space of the multi-purpose aircraft 100.
According to an alternative embodiment of the present application, the installation heights of the front wing 22, the main wing 23 and the rear wing 24 are sequentially lowered. The height of the front wing body 221 relative to the bottom surface of the base 21 is greater than the height of the main wing body 231 relative to the bottom surface of the base 21, and the height of the main wing body 231 relative to the bottom surface of the base 21 is greater than the height of the rear wing body 241 relative to the bottom surface of the base 21, so that the aerodynamic performance of the front wing 22, the main wing 23 and the rear wing 24 is prevented from being affected mutually, and the running efficiency of the aircraft is improved.
As shown in fig. 1, optionally, a plurality of seats 11 are provided in the fuselage 1, and the utility aircraft 100 may be used as a manned aircraft.
As shown in fig. 10, alternatively, an openable door 12 is provided at the nose of the fuselage 1, the door 12 may be used for loading and unloading goods, the utility aircraft 100 may be used as an unmanned cargo aircraft, and the flight control device 13 associated with unmanned cargo is installed at the lower part of the floor of the fuselage 1.
As shown in fig. 11, optionally, a photoelectric detection pod 14 is provided on the nose of the fuselage 1, and a weapon pylon 15, such as a missile launcher, is provided on the side of the fuselage 1. The multi-purpose aircraft 100 may be used as a reconnaissance unmanned aircraft, and may be configured to integrate ground reconnaissance and ground strike.
In the embodiment, the rear parts of the manned fuselage, the freight fuselage and the observing and beating integrated fuselage are basically consistent, so that the sharing of most of manufacturing tool molds of various fuselages can be realized, and the serialization development cost of the aircraft is greatly reduced.
The multipurpose airplane of the embodiment can realize short-distance take-off and landing and vertical take-off and landing, has the advantages of both a fixed-wing airplane and a helicopter, and greatly improves the fuel economy by adopting a fuel-electric hybrid or full-electric propulsion mode. Meanwhile, the electric propulsion system greatly reduces the noise level of the aircraft, so that the aircraft can run in the air in a city, and when the aircraft is used as a scout-strike integrated machine to finish an air assault task, the noise level is reduced, and the concealment performance of the aircraft is improved.
The multipurpose aircraft adopts a modularized design, and the fuselage and the wings are taken as two independent modules, so that different fuselages and wings can be used for connection according to different requirements, and the research, development and manufacturing cost is saved. The wings of different functional machine types can be shared, and the fuselage shares most of tooling molds required by production and manufacture, so that research, development and manufacturing costs can be greatly saved.
The above description of the embodiments of the present application is provided in detail. The principles and embodiments of the present application have been described herein with reference to specific examples, which are provided to facilitate understanding of the technical solution of the present application and the core ideas thereof. Therefore, those skilled in the art will appreciate that many changes and modifications can be made in the specific embodiments and applications of the application based on the spirit and scope of the application. In summary, the present description should not be construed as limiting the application.
Claims (8)
1. A multi-purpose aircraft, comprising: a fuselage and a wing, the wing comprising:
the base is detachably arranged at the top of the machine body;
the front wing comprises a front wing body and a first rotor wing, the front wing body is hinged with the base, the first rotor wing is arranged on the front wing body, and the axis of the first rotor wing is parallel to the take-off and landing direction of the multipurpose plane;
the main wing comprises a main wing body and a second rotor wing, the main wing body is arranged on the base, and the second rotor wing is arranged on the main wing body;
the rear wing comprises a rear wing body and a third rotor wing, the rear wing body is hinged with the base, the third rotor wing is arranged on the rear wing body, and the axis of the third rotor wing is parallel to the take-off and landing direction of the multipurpose plane;
the front wing is positioned at one side of the base close to the nose, the rear wing is positioned at one side of the base close to the tail, and the main wing is positioned between the front wing and the rear wing;
the driving structure drives the main wing body to rotate so as to adjust the axis of the second rotor wing to be parallel to the axis of the fuselage or the take-off and landing direction of the multipurpose plane;
the blades of the first rotor and the third rotor are parallel to the axis of the fuselage when the utility aircraft is in cruise mode;
the multi-purpose aircraft has a jogging short-distance take-off and landing mode and a vertical take-off and landing mode;
in a ski-run short-lift mode, the axis of the second rotor is parallel to the axis of the fuselage, the first rotor and the third rotor provide lift, while the second rotor provides forward tension to cause the main wing to generate lift;
in the vertical take-off and landing mode, the first rotor, the second rotor, and the third rotor each provide an upward pulling force.
2. The utility aircraft of claim 1, wherein the angle between the front wing body and the axis of the fuselage is 30 ° to 60 ° and the angle between the rear wing body and the axis of the fuselage is 30 ° to 60 ° when the utility aircraft is in cruise mode.
3. The utility aircraft of claim 1, wherein the front wing body and rear wing body are both parallel to an axis of the fuselage when the utility aircraft is in cruise mode.
4. The utility aircraft of claim 1, further comprising a folding structure by which the main wing body is foldable to be parallel to an axis of the fuselage.
5. The utility aircraft of claim 1, wherein the mounting heights of the forward wing, main wing, and aft wing are sequentially reduced.
6. The utility aircraft of claim 1, wherein a plurality of seats are disposed within the fuselage.
7. The utility aircraft of claim 1, wherein the fuselage is provided with doors for loading and unloading cargo.
8. The utility aircraft of claim 1, wherein the fuselage is provided with a photodetection pod and a weapon pylon.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202111034050.8A CN113716033B (en) | 2021-09-03 | 2021-09-03 | Multipurpose aircraft |
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| Application Number | Priority Date | Filing Date | Title |
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| CN202111034050.8A CN113716033B (en) | 2021-09-03 | 2021-09-03 | Multipurpose aircraft |
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| CN113716033A CN113716033A (en) | 2021-11-30 |
| CN113716033B true CN113716033B (en) | 2023-12-05 |
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| CN105109678A (en) * | 2015-09-06 | 2015-12-02 | 湖北航天飞行器研究所 | Tilting four-rotor aircraft |
| CN105438463A (en) * | 2015-11-30 | 2016-03-30 | 珞石（北京）科技有限公司 | Quad tilt-rotor aircraft |
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| CN107150803A (en) * | 2017-06-07 | 2017-09-12 | 天津科技大学 | Mixed layout unmanned plane and its control method |
| CN110341951A (en) * | 2019-07-22 | 2019-10-18 | 中北大学 | A kind of unmanned vehicle of folding wing and tilting rotor |
| CN211253017U (en) * | 2019-12-06 | 2020-08-14 | 宇领星际航空(苏州)有限公司 | Unmanned aerial vehicle with tandem wings capable of vertically taking off and landing |
| CN112009675A (en) * | 2020-08-27 | 2020-12-01 | 彩虹无人机科技有限公司 | Unmanned rotorcraft overall pneumatic layout that verts |
| CN113277078A (en) * | 2021-04-13 | 2021-08-20 | 中电科芜湖通用航空产业技术研究院有限公司 | Vertical take-off and landing aircraft and control method thereof |
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