CN212501017U - Aircraft with split type lifting aileron and double-duct variable-pitch rotor wing - Google Patents

Abstract

The utility model provides an aircraft with split type lifting ailerons and a double-duct variable-pitch rotor wing, which comprises a fuselage (10), an undercarriage (20), a left wing (30) and a right wing (40) which are respectively arranged at the left side and the right side of the fuselage (10), and a left power device (50) and a right power device (60) which are respectively arranged at the extending ends of the left wing (30) and the right wing (40); the left wing (30) is further provided with a left rudder unit (71) and a left split elevon (70) driven by the left rudder unit (71), and the right wing (40) is provided with a right rudder unit (81) and a right split elevon (80) driven by the right rudder unit (81). Compare in the fixed wing aircraft of VTOL of other bispin wings, the utility model discloses a split lift aileron, duct and rotor displacement system have advantages such as simple structure, the resistance is little, thrust is big, aerodynamic efficiency is high and the security is high.

Description

Aircraft with split type lifting aileron and double-duct variable-pitch rotor wing

Technical Field

The utility model relates to an aircraft technical field, concretely relates to aircraft with split formula lift aileron and two ducts displacement rotor.

Background

The fixed-wing aircraft has the characteristics of long flight time and long range, but the takeoff and landing generally need a runway for long-distance taxiing, so that the use environment is greatly limited. Some small-size fixed wing aircraft have adopted catapult take-off or hand throwing to take-off, the supplementary mode of descending of parachute, though do not need special runway, but need special catapult or the operating personnel who passes through professional training during the takeoff, although the parachute can slow down the impact force that the aircraft landed, still have certain damage to the aircraft during the landing, obviously also not ideal mode.

The vertical take-off and landing fixed wing aircraft can solve the problems. The existing vertical take-off and landing fixed wing aircraft mainly comprises the following forms. The first is a tiltrotor type, typically represented by the U.S. V-22 "osprey" tiltrotor aircraft. The direction of the rotor wing is changed through the tilting mechanism during the lifting. The second is a rotor propeller type, and the aircraft has two sets of power systems in the horizontal direction and the vertical direction simultaneously. During take-off and landing, the rotor wing in the horizontal direction rotates to generate upward lift force, and during flat flight, the propeller in the vertical direction rotates to generate forward thrust force to generate lift force by means of the wing. The third type is a tailstock type, and the state conversion of horizontal flight and vertical take-off and landing of the aircraft is realized through the deflection of the control surface of the aircraft.

In the existing vertical take-off and landing fixed wing aircraft, the structures of a tilting rotor type and a rotor propeller type are complex, the aircraft is heavy, the reliability is low, the range of the aircraft is short, most tailstock type vertical take-off and landing aircraft adopt more than 2 rotors and empennages, the structure is complex, the weight is heavy, and the invisibility is low; and moreover, a rotor wing pitch-variable system is not arranged, the motor efficiency is low, and the cruising performance is poor.

SUMMERY OF THE UTILITY MODEL

The utility model aims to design a rotational speed or left and right split lift aileron through controlling left and right rotary wing, can both control the driftage of aircraft, when rotor or split lift aileron's control breaks down, still can manipulate the aircraft, an aircraft that has split lift aileron and two duct displacement rotors of the high advantage of security to solve the problem that proposes among the above-mentioned background art.

In order to achieve the purpose, the utility model provides an aircraft with split type lifting ailerons and a double-duct variable-pitch rotor wing, which comprises a fuselage, an undercarriage, a left wing and a right wing which are respectively arranged at the left side and the right side of the fuselage, and a left power device and a right power device which are respectively arranged at the extending ends of the left wing and the right wing; the landing gear is provided with more than two pieces and is respectively arranged on the fuselage, the left wing and the right wing;

the right power device comprises a rotor wing, a rotating motor and a rotor wing pitch-changing mechanism; the rotor wing is connected with the rotating motor; the rotor wing pitch-changing mechanism is connected with the rotor wing and is used for adjusting the pitch angle of the rotor wing;

preferably, the rotor comprises a rotating shaft, a hub symmetrically connected with two ends of the rotating shaft and propellers connected with the end parts of the hub; the output shaft of the rotating motor is connected to the middle part of the rotating shaft.

Preferably, the left power device, the right power device, the upper duct power device and the lower duct power device are all identical in structure.

Preferably, the rotor wing pitch-changing mechanism comprises a pitch-changing steering engine, a rudder disc connecting rod, a rocker arm, a pitch-changing mechanism connecting frame, a pitch-changing connecting bracket and a propeller hub connecting rod; the variable-pitch steering engine is arranged on the right wing; one end of the rudder disc is connected with the variable-pitch steering engine, and the other end of the rudder disc is hinged with the first end of the rudder disc connecting rod; the pitch-variable mechanism connecting frame is fixedly connected with the right wing; the middle part of the rocker arm is rotationally connected with the pitch-changing mechanism connecting frame, one end of the rocker arm is hinged with the pitch-changing connecting frame, and the other end of the rocker arm is hinged with the second end of the rudder plate connecting rod; the variable-pitch connecting support is sleeved on a rotating shaft of the rotating motor, the end part of the variable-pitch connecting support is connected with the propeller hub through a propeller hub connecting rod, and the propeller hub is driven to deflect around the axis of the propeller hub by the up-and-down movement of the variable-pitch connecting support along the rotating shaft of the rotating motor.

The left wing and the right wing are symmetrically arranged through a fuselage, a left rudder unit and a left split type elevon driven by the left rudder unit are further arranged on the left wing, and a right rudder unit and a right split type elevon driven by the right rudder unit are arranged on the right wing.

Preferably, the undercarriage includes first undercarriage, second undercarriage, third undercarriage and fourth undercarriage together, the extension end of left wing is located to first undercarriage, the extension end of right wing is located to the second undercarriage, the fuselage rear end is located respectively to third undercarriage, fourth undercarriage, and sets up with the fuselage symmetry.

Preferably, the structure of the right split elevon is identical to that of the left split elevon, and the structure of the right rudder unit is identical to that of the left rudder unit.

As a further aspect of the present invention: the left wing is also provided with a left rudder unit and a left split elevon driven by the left rudder unit;

preferably, the left split elevon comprises an aileron main body, and an aileron upper part and an aileron lower part which are connected to the aileron main body, wherein the aileron upper part is connected with the aileron main body through a first rotating shaft, and the aileron lower part is connected with the aileron main body through a second rotating shaft, so that the aileron upper part and the aileron lower part can respectively rotate relative to the aileron main body;

preferably, the left steering unit comprises an upper left steering engine, a lower left steering engine, an upper left driving rod and a lower left driving rod, wherein the mounting ends of the upper left steering engine and the lower left steering engine are respectively mounted on the upper surface and the lower surface of the left wing, and the driving ends of the upper left steering engine and the lower left steering engine are respectively connected with the upper left driving rod and the lower left driving rod;

preferably, one end of the upper left driving rod is connected with the driving end of the upper left steering engine, and the other end of the upper left driving rod is connected with the upper part of the aileron, so that the upper part of the aileron is driven;

preferably, one end of the lower left driving rod is connected with the driving end of the lower left steering engine, and the other end of the lower left driving rod is connected with the lower portion of the aileron, so that the lower portion of the aileron is driven.

Use the technical scheme of the utility model, following beneficial effect has:

(1) the utility model discloses but compare in the VTOL fixed wing aircraft of other two rotors, adopt split lift aileron, cancelled the fin, have simple structure, light in weight, the range is far away and advantage that stealthy nature is high.

(2) The utility model discloses a duct rotor, the rotor is built-in the duct, compares in only the aircraft that the rotor does not have the duct, not only can avoid the rotor to hurt other people, can avoid the rotor to be damaged by the foreign object moreover, has the high advantage of security.

(3) The utility model adopts the design of the duct rotor, the rotor is arranged in the duct, compared with the isolated rotor, the existence of the duct improves the streaming characteristic of the rotor blade tip area, and reduces the blade tip loss; under the same rotational speed condition, the duct rotor produces bigger pulling force, and required power is slightly littleer, and duct rotor system has higher aerodynamic efficiency, has advantages such as thrust is big, aerodynamic efficiency is high, the security is high and the noise is little.

(4) The utility model discloses a rotational speed or the split lift aileron of control left and right rotor can both control the driftage of aircraft, when rotor or the control of split lift aileron broke down, still can manipulate the aircraft, has the high advantage of security.

(5) The utility model discloses a rotor displacement system can obtain best pitch angle through the control pitch angle under the flight state of difference, has improved motor efficiency, has increased the time of flight of aircraft.

In addition to the above-described objects, features and advantages, the present invention has other objects, features and advantages. The present invention will be described in further detail with reference to the drawings.

Drawings

The accompanying drawings, which are incorporated in and constitute a part of this application, are included to provide a further understanding of the invention, and are incorporated in and constitute a part of this specification. In the drawings:

fig. 1 is an axial view of the overall structure of the present invention;

FIG. 2 is an axial schematic view of a middle left split elevon of the present invention;

fig. 3 is an axial view of the pitch mechanism of the right and middle rotors according to the present invention;

FIG. 4 is a schematic view of the upper and lower portions of a middle left split elevon of the present invention being closed simultaneously;

FIG. 5 is a schematic view of the upper portion of the middle left split elevon of the present invention being independently opened under the drive of the upper left steering engine;

FIG. 6 is a schematic view of the lower part of the middle left split elevon of the present invention being independently opened under the driving of the left lower steering engine;

FIG. 7 is a schematic view of the present invention with the upper and lower portions of the left split elevon simultaneously open;

fig. 8 is a schematic view of the flight attitude during the vertical lift phase of the present invention;

FIG. 9 is a schematic view of the flight attitude of the present invention in oblique flight;

FIG. 10 is a schematic view of the flight attitude during the cruise phase of the present invention;

fig. 11 is the axial view of the whole structure after the addition of the duct.

Wherein:

1. variable-pitch steering engine, 2, steering wheel, 3, steering wheel connecting rod, 4, rocker arm, 5, variable-pitch mechanism link, 6, variable-pitch link, 7, propeller hub connecting rod, 101, rotating shaft, 102, propeller hub, 103, propeller, 10, fuselage, 20, undercarriage, 201, first undercarriage, 202, second undercarriage, 203, third undercarriage, 204, fourth undercarriage, 30, left wing, 40, right wing, 50, left power device, 60, right power device, 601, right duct, 602, rotor, 603, right rotating electrical machines, 604, right wing variable-pitch mechanism, 70: left split elevon 701: aileron body, 702: upper flap, 703: lower flap, 704: first rotation shaft, 705: second rotation shaft, 71: left rudder unit, 711: upper left steering engine, 712: lower left steering engine, 721: upper left drive lever, 722: lower left drive rod, 80: right split elevon, 81: and a right rudder unit.

Detailed Description

The embodiments of the invention will be described in detail hereinafter with reference to the accompanying drawings, but the invention can be implemented in many different ways, which are defined and covered by the claims.

Unless defined otherwise, technical or scientific terms used herein shall have the ordinary meaning as understood by one of ordinary skill in the art to which this disclosure belongs. The terms "upper", "lower", "left", "right", and the like used in the specification and claims of the present disclosure are used only to indicate relative positional relationships, and when the absolute position of a described object is changed, the relative positional relationships are changed accordingly. The terms "connected" or "coupled" and the like are not restricted to physical or mechanical connections, but may include electrical connections, whether direct or indirect.

Referring to fig. 1, an aircraft with split elevon and dual-duct pitch-variable rotor wing includes a fuselage 10, a landing gear 20, a left wing 30 and a right wing 40 respectively disposed at left and right sides of the fuselage 10, and a left power device 50 and a right power device 60 respectively mounted at extending ends of the left wing 30 and the right wing 40;

the landing gear 20 is provided with more than two pieces and is respectively arranged on the fuselage 10, the left wing 30 and the right wing 40;

the left wing 30 and the right wing 40 are symmetrically arranged with respect to the fuselage.

Preferably, the landing gear 20 includes a first landing gear 201, a second landing gear 202, a third landing gear 203 and a fourth landing gear 204, the first landing gear 201 is disposed at the extending end of the left wing 30, the second landing gear 202 is disposed at the extending end of the right wing 40, and the third landing gear 203 and the fourth landing gear 204 are disposed at the rear end of the fuselage 10 respectively and are symmetrically disposed with respect to the fuselage 10.

As a further embodiment of the present invention: taking a left rudder unit 71 and a left split elevon 70 as examples, referring to fig. 2, the left wing 30 is further provided with the left rudder unit 71 and the left split elevon 70 driven by the left rudder unit 71, and the right wing 40 is provided with a right rudder unit 81 and a right split elevon 80 driven by the right rudder unit 81;

preferably, the left split elevon 70 comprises an aileron body 701, and an upper aileron 702 and a lower aileron 703 connected to the aileron body 701, wherein the upper aileron 702 is connected to the aileron body 701 by a first rotating shaft 704, and the lower aileron 703 is connected to the aileron body 701 by a second rotating shaft 705, so that the upper aileron 702 and the lower aileron 703 can rotate relatively to the aileron body 701 respectively;

the left steering engine group 71 comprises an upper left steering engine 711, a lower left steering engine 712, an upper left driving rod 721 and a lower left driving rod 722, the mounting ends of the upper left steering engine 711 and the lower left steering engine 712 are respectively mounted on the upper surface and the lower surface of the left wing 30, the driving end of the upper left steering engine 711 is connected with the upper left driving rod 721, and the driving end of the lower left steering engine 712 is connected with the lower left driving rod 722;

preferably, one end of the upper left driving rod 721 is connected to the driving end of the upper left steering engine 711, and the other end is connected to the upper aileron 702, so as to drive the upper aileron 702;

preferably, one end of the left lower driving rod 722 is connected with the driving end of the left lower steering gear 712, and the other end is connected with the lower aileron 703, so as to drive the lower aileron 703.

Preferably, the left wing 30 and the right wing 40 have the same structure, the left rudder unit 71 and the right rudder unit 81 have the same structure, and the left split elevon 70 and the right split elevon 80 have the same structure.

As a further embodiment of the present invention: taking the right power device 60 as an example, referring to fig. 1 and fig. 3, the right power device 60 includes a rotor 602, a right rotating electrical machine 603, and a right-hand wing pitch-changing mechanism 604; the rotor 602 is connected with a right rotating motor 603; right-handed pitch mechanism 604 is coupled to rotor 602 for adjusting the pitch angle of rotor 602. The rotor 602 comprises a rotating shaft 101, a hub 102 symmetrically connected with two ends of the rotating shaft, and propellers 103 connected with the end parts of the hub; an output shaft of the right rotating motor 603 is connected to the middle of the rotating shaft 101.

Preferably, the right-handed wing pitch-changing mechanism 604 comprises a pitch-changing steering engine 1, a rudder disc 2, a rudder disc connecting rod 3, a rocker arm 4, a pitch-changing mechanism connecting frame 5, a pitch-changing connecting bracket 6 and a hub connecting rod 7. The variable-pitch steering engine 1 is arranged on the right duct 601; one end of the rudder disk 2 is connected with the variable pitch steering engine 1, and the other end of the rudder disk is hinged with the first end of the rudder disk connecting rod 3; the pitch-variable mechanism connecting frame 5 is fixedly connected with the right wing 40; the middle part of the rocker arm 4 is rotatably connected with a pitch-changing mechanism connecting frame 5, one end of the rocker arm 4 is hinged with a pitch-changing connecting bracket 6, and the other end of the rocker arm 4 is hinged with the second end of the rudder plate connecting rod 3; the variable-pitch connecting bracket 6 is sleeved on a rotating shaft of the right rotating motor 603, the end part of the variable-pitch connecting bracket 6 is connected with the propeller hub 102 through the propeller hub connecting rod 7, and the propeller hub 102 is driven to deflect around the axis of the propeller hub 102 by the up-and-down movement of the variable-pitch connecting bracket 6 along the rotating shaft of the right rotating motor 603, so that the variable-pitch effect is achieved. The variable-pitch rotor system can obtain the optimal pitch angle by controlling the pitch angle under different flight states, so that the efficiency of the motor is improved, and the flight time of the aircraft is increased.

Preferably, the structure of the right power unit 60 is identical to that of the left power unit 50.

Preferably, the working steps and the principle of the left and right split elevon are as follows:

1. when the upper portions of the left and right split elevon are opened simultaneously as shown in fig. 5, or the lower portions of the left and right split elevon are opened simultaneously as shown in fig. 6, the left and right split elevon generate a pitching moment to raise or lower the head of the aircraft, and at this time, the left and right split elevon may implement the function of an elevator;

2. when the upper part of one side of the left and right split elevon is open as shown in fig. 5 and the lower part of the other side of the left and right split elevon is also open as shown in fig. 6, the left and right split elevon generate a roll torque to roll the aircraft left and right, and the left and right split elevon can realize the function of the aileron;

3. as shown in fig. 7, when the upper and lower portions of one side of the left and right split elevon are opened simultaneously, i.e., the upper portion moves upward and the lower portion moves downward, and the other side of the left and right split elevon is closed simultaneously as shown in fig. 4, i.e., the left and right split elevon remain attached, the left and right split elevon generate yawing moment to make the aircraft yaw left and right, and at this time, the left and right split elevon can realize the function of rudder.

As a further embodiment of the present invention: referring to fig. 11, the right power unit 60 includes a rotor 602, a right rotary electric machine 603, and a rotor pitch change mechanism 604; the rotor 602 is connected with a right rotating motor 603; a rotor pitch mechanism 604 is coupled to rotor 602 for adjusting the pitch angle of rotor 602. The rotor 602 comprises a rotating shaft 101, a hub 102 symmetrically connected with two ends of the rotating shaft, and propellers 103 connected with the end parts of the hub; an output shaft of the right rotating motor 603 is connected to the middle of the rotating shaft 101.

Preferably, the right-handed wing pitch-changing mechanism 604 comprises a pitch-changing steering engine 1, a rudder disc 2, a rudder disc connecting rod 3, a rocker arm 4, a pitch-changing mechanism connecting frame 5, a pitch-changing connecting bracket 6 and a hub connecting rod 7. The variable-pitch steering engine 1 is arranged on the right duct 601; one end of the rudder disk 2 is connected with the variable pitch steering engine 1, and the other end of the rudder disk is hinged with the first end of the rudder disk connecting rod 3; the variable pitch mechanism connecting frame 5 is fixedly connected with the right duct 601; the middle part of the rocker arm 4 is rotatably connected with a pitch-changing mechanism connecting frame 5, one end of the rocker arm 4 is hinged with a pitch-changing connecting bracket 6, and the other end of the rocker arm 4 is hinged with the second end of the rudder plate connecting rod 3; the variable-pitch connecting bracket 6 is sleeved on a rotating shaft of the right rotating motor 603, the end part of the variable-pitch connecting bracket 6 is connected with the propeller hub 102 through the propeller hub connecting rod 7, and the propeller hub 102 is driven to deflect around the axis of the propeller hub 102 by the up-and-down movement of the variable-pitch connecting bracket 6 along the rotating shaft of the right rotating motor 603, so that the variable-pitch effect is achieved. The variable-pitch rotor system can obtain the optimal pitch angle by controlling the pitch angle under different flight states, so that the efficiency of the motor is improved, and the flight time of the aircraft is increased.

As a further embodiment of the present invention: referring to fig. 8 to 10, the working steps and principle of the present invention are as follows:

first, vertical takeoff phase

In the takeoff stage, the aircraft is vertically placed on a takeoff plane through the undercarriage, the head of the aircraft body is upward, the tail of the aircraft body is downward, and the rotor wing is located in the horizontal plane. The rotating electrical machines are started, the rotating electrical machines drive the rotors to rotate, vertical upward lift force is generated, and when the lift force of the ducted rotors is larger than the self gravity of the aircraft, the aircraft vertically takes off in a rotor mode.

Second, adjusting stage before cruising

After the aircraft vertically takes off, the lower parts of the left and right split type lifting ailerons are controlled by the left and right lower steering engines to be opened simultaneously to generate head lowering moment, so that the aircraft gradually lowers the head, and the aircraft can be gradually switched from a rotor aircraft mode to a fixed wing aircraft mode.

Third, cruise stage

When the attitude of the aircraft is adjusted to a position close to the horizontal, the aircraft flies in the fixed-wing aircraft mode. At the moment, the ducted rotor wing generates forward thrust, the wing generates upward lift, and the aircraft flies at a faster speed.

The left and right rudder units control the upper and lower parts of one side of the left and right split elevon to be opened simultaneously, namely the upper part moves upwards and the lower part moves downwards, and the other side is closed simultaneously, namely the left and right split elevon is kept attached.

The left and right split elevon are controlled by the left and right rudder units to be opened at the upper part or opened at the lower part at the same time, at the moment, the left and right split elevon generate pitching moment to raise or lower the head of the aircraft, and at the moment, the split elevon can realize the function of an elevator; the upper part of one side of the left split type elevon and the lower part of the other side of the left split type elevon and the right split type elevon are opened, and at the moment, the left split type elevon and the right split type elevon generate rolling torque to enable the aircraft to roll left and right, so that the function of the elevon is realized.

The thrust of the left duct rotor and the right duct rotor can be controlled by controlling the rotating speed of the left rotating motor and the right rotating motor. When the thrust of the left duct rotor wing and the thrust of the right duct rotor wing are unequal, the yawing moment is generated, so that the left and right yawing of the aircraft are realized.

Fourth, adjusting stage before landing

When the aircraft is ready to land, the upper parts of the left and right split type lifting ailerons are controlled by the left and right upper steering engines to be opened at the same time, head raising torque is generated, the aircraft is gradually raised, and the aircraft can be gradually switched from a fixed wing aircraft mode to a rotor aircraft mode.

Fifth, vertical landing stage

During the landing phase, the aircraft is in rotorcraft mode. Reduce the rotational speed of rotating electrical machines, when the lift of duct rotor is less than aircraft self gravity, the aircraft descends with the rotor craft mode is vertical.

The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention, and various modifications and changes may be made by those skilled in the art. Any modification, equivalent replacement, or improvement made within the spirit and principle of the present invention should be included in the protection scope of the present invention.

Claims (9)

1. The utility model provides an aircraft with split elevon and two duct pitch rotors which characterized in that: the aircraft comprises a fuselage (10), an undercarriage (20), a left wing (30) and a right wing (40) which are respectively arranged at the left side and the right side of the fuselage (10), and a left power device (50) and a right power device (60) which are respectively arranged at the extending ends of the left wing (30) and the right wing (40);

the landing gear (20) is provided with more than two pieces, and is respectively arranged on the fuselage (10), the left wing (30) and the right wing (40).

2. The aircraft of claim 1, wherein: the landing gear (20) comprises a first landing gear (201), a second landing gear (202), a third landing gear (203) and a fourth landing gear (204), the first landing gear (201) is arranged at the extending end of the left wing (30), the second landing gear (202) is arranged at the extending end of the right wing (40), and the third landing gear (203) and the fourth landing gear (204) are respectively arranged at the rear end of the airplane body (10) and are symmetrically arranged with the airplane body (10).

3. The aircraft of claim 1, wherein: the left wing (30) and the right wing (40) are symmetrically arranged through a fuselage, a left rudder unit (71) and a left split elevon (70) driven by the left rudder unit (71) are further arranged on the left wing (30), and a right rudder unit (81) and a right split elevon (80) driven by the right rudder unit (81) are arranged on the right wing (40).

4. The aircraft of claim 3, wherein: the left split elevon (70) comprises an aileron body (701), an upper aileron (702) and a lower aileron (703) which are connected to the aileron body (701), wherein the upper aileron (702) is connected with the aileron body (701) through a first rotating shaft (704), and the lower aileron (703) is connected with the aileron body (701) through a second rotating shaft (705) and is used for controlling the upper aileron (702) and the lower aileron (703) to rotate relatively to the aileron body (701).

5. The aircraft of claim 4, wherein: the left rudder unit (71) comprises an upper left steering engine (711), a lower left steering engine (712), an upper left driving rod (721) and a lower left driving rod (722), the mounting ends of the upper left steering engine (711) and the lower left steering engine (712) are respectively mounted on the upper surface and the lower surface of the left wing (30), and the driving ends of the upper left steering engine (711) and the lower left steering engine (712) are respectively connected with the upper left driving rod (721) and the lower left driving rod (722).

6. The aircraft of claim 5, wherein: one end of the upper left driving rod (721) is connected with the driving end of the upper left steering engine (711), and the other end of the upper left driving rod is connected with the upper aileron (702) and used for driving the upper aileron (702); one end of the left lower driving rod (722) is connected with the driving end of the left lower steering engine (712), and the other end of the left lower driving rod is connected with the lower aileron (703) and used for driving the lower aileron (703).

7. The aircraft of claim 1, wherein: the right power device (60) comprises a rotor wing (602), a right rotating motor (603) and a right-hand wing pitch-changing mechanism (604); the rotor wing (602) is connected with a right rotating motor (603); the right rotor wing distance changing mechanism (604) is connected with the rotor wing (602) and is used for adjusting the pitch angle of the rotor wing (602); the rotor (602) comprises a rotating shaft (101), a hub (102) symmetrically connected with two ends of the rotating shaft and propellers (103) connected with the end parts of the hub; and an output shaft of the right rotating motor (603) is connected to the middle part of the rotating shaft (101).

8. The aircraft of claim 7, wherein: the right rotor wing pitch-changing mechanism (604) comprises a pitch-changing steering engine (1), a rudder disc (2), a rudder disc connecting rod (3), a rocker arm (4), a pitch-changing mechanism connecting frame (5), a pitch-changing connecting bracket (6) and a propeller hub connecting rod (7); the variable-pitch steering engine (1) is arranged on the wing (40); one end of the rudder disc (2) is connected with the variable-pitch steering engine (1), and the other end of the rudder disc is hinged with the first end of the rudder disc connecting rod (3); the pitch-variable mechanism connecting frame (5) is fixedly connected with the wing (40); the middle part of the rocker arm (4) is rotatably connected with a pitch change mechanism connecting frame (5), one end of the rocker arm (4) is hinged with a pitch change connecting frame (6), and the other end of the rocker arm is hinged with the second end of the rudder disc connecting rod (3); the pitch-variable connecting bracket (6) is sleeved on a rotating shaft of the right rotating motor (603), and the end part of the pitch-variable connecting bracket is connected with the propeller hub (102) through a propeller hub connecting rod (7).

9. The aircraft of claim 3, wherein: the structure of the right split type elevon (80) is consistent with that of the left split type elevon (70), and the structure of the right steering engine group (81) is consistent with that of the left rudder unit (71); the structure of the right power device (60) is consistent with that of the left power device (50).

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