Deflection rotor multi-rotor aircraft

Abstract

A four-point undercarriage is connected below a fuselage, a front small tower and a rear small tower are connected with a front rocker arm seat and a rear rocker arm seat respectively, a front rocker arm and a rear rocker arm are hinged to the front rocker arm seat and the rear rocker arm seat respectively, the upper edge of the front rocker arm is connected with a front large rotor, and the right edge of the front rocker arm is sequentially connected with a right front machine arm and a right front small rotor. The upper side of the rear rocker arm is connected with the rear large rotor wing, the right side of the rear rocker arm is connected with the right rear arm and the right rear small rotor wing, and the left side of the rear rocker arm is connected with the left rear arm and the left rear small rotor wing; the lift force difference between the right front small rotor and the left front small rotor enables the lift force of the right front small rotor and the lift force of the front large rotor to synchronously deflect leftwards or rightwards, and the lift force difference between the right rear small rotor and the left rear small rotor enables the lift force of the right rear small rotor and the lift force of the rear large rotor to synchronously deflect leftwards or rightwards. And the horizontal component torque of each rotor wing is superposed to drive steering, so that the course driving force is enhanced, and the flight platform has the advantage of strong wind resistance and is a universal flight platform.

Description

Technical Field

[0001] The present invention relates to a multi-rotor aircraft, in particular to a deflectable rotor multi-rotor aircraft in which the lift of the rotor can be deflected to the left or right. Background Art

[0002] Currently known multi-rotor aircraft, such as quadrotors, use the torque differential generated by the lift differential between the two front rotors and the two rear rotors to control pitch, use the torque differential generated by the lift differential between the two right rotors and the two left rotors to control roll, and use the reverse torque differential generated by the lift differential between the two diagonal rotors on the right and the two diagonal rotors on the left to control heading. Pitch and roll are both controlled by torque, and heading is controlled by reverse torque. Since torque is the product of rotor lift and lever arm, and reverse torque is the product of rotor drag and rotor radius, torque is greater than reverse torque, and the ability to control pitch and roll is stronger than the ability to control heading. The ability to control heading is relatively weak, the overall ability to control flight attitude is limited, and the wind resistance is poor. Summary of the Invention

[0003] In order to solve the problem that the existing multi-rotor aircraft have relatively weak ability to control the heading, the present invention provides a tilt rotor multi-rotor aircraft to achieve this goal.

[0004] The technical solution adopted by the present invention to solve its technical problem is as follows: a four-point landing gear is connected under the fuselage, a front small tower protruding upward is on the front part of the fuselage, the top of the front small tower is connected to the front rocker arm seat, the front rocker arm is hinged on the front rocker arm seat, the front rocker arm hinge axis is parallel to the longitudinal axis of the fuselage, the front rocker arm can deflect left and right on the front rocker arm seat around the front rocker arm hinge axis, the front rocker arm is composed of a right front rocker arm located on the right, a left front rocker arm located on the left and a front upper motor seat located on the top, the front upper motor seat is connected to the front large motor, and the front large motor is connected to the front large motor. The front seesaw flapping assembly is connected, the front large rotor is articulated on the front seesaw flapping assembly, the right end of the right front rocker arm is connected to the right front tube seat, the right end of the right front tube seat is connected to the right front arm, the right end of the right front arm is connected to the right front motor seat, the right front motor seat is connected to the right front motor, the right front motor is connected to the right front small rotor, the left end of the left front rocker arm is connected to the left front tube seat, the left end of the left front tube seat is connected to the left front arm, the left end of the left front arm is connected to the left front motor seat, the left front motor seat is connected to the left front motor, and the left front motor is connected to the left front small rotor.

[0005] On the rear part of the fuselage is a small rear tower that protrudes upward. The height of the small rear tower is higher than that of the front tower. The top of the small rear tower is connected to the rear rocker arm seat. The rear rocker arm is hinged on the rear rocker arm seat. The rear rocker arm hinge axis is parallel to the longitudinal axis of the fuselage. The rear rocker arm can deflect left and right on the rear rocker arm seat around the rear rocker arm hinge axis. The rear rocker arm consists of the right rear rocker arm on the right, the left rear rocker arm on the left and the upper rear motor seat (the structure and size of the rear rocker arm and the rear rocker arm are the same). The rear upper motor seat is connected to the rear large motor. The rear seesaw flapping assembly is connected, the rear large rotor is articulated on the rear seesaw flapping assembly, the right end of the right rear rocker arm is connected to the right rear tube seat, the right end of the right rear tube seat is connected to the right rear arm, the right end of the right rear arm is connected to the right rear motor seat, the right rear motor seat is connected to the right rear motor, the right rear motor is connected to the right rear small rotor, the left end of the left rear rocker arm is connected to the left rear tube seat, the left end of the left rear tube seat is connected to the left rear arm, the left end of the left rear arm is connected to the left rear motor seat, the left rear motor seat is connected to the left rear motor, and the left rear motor is connected to the left rear small rotor.

[0006] The rear large rotor and the front large rotor have the same size and the corresponding drive motor parameters are the same.

[0007] The right front rotor, the left front rotor, the right rear rotor, and the left rear rotor are of the same size, and the corresponding drive motor parameters are the same.

[0008] The sizes of the rear large rotor and the front large rotor are larger than the sizes of the right front small rotor, the left front small rotor, the right rear small rotor, and the left rear small rotor.

[0009] The right front arm, left front arm, right rear arm, and left rear arm are the same size.

[0010] Looking at the rotor steering from top to bottom (based on the top view, the following description of rotor steering is looking at the rotor steering from top to bottom), set the rear large rotor and the front large rotor to rotate in opposite directions, the right front small rotor and the left rear small rotor to rotate clockwise, and the left front small rotor and the right rear small rotor to rotate counterclockwise.

[0011] At the same throttle, the lift of the rear rotor and the front rotor is the same, and the anti-torque cancels each other out.

[0012] At the same throttle, the lift of the right front rotor, the left front rotor, the right rear rotor, and the left rear rotor are the same, and the anti-torques cancel each other out.

[0013] At the same throttle, the lift of the front large rotor is greater than the sum of the lift of the right front small rotor and the left front small rotor.

[0014] At the same throttle, the lift of the rear large rotor is greater than the sum of the lift of the right rear small rotor and the left rear small rotor.

[0015] Six ESCs are connected to six motors, and a flight controller is connected to the six ESCs. The flight controller controls the output voltage of the ESCs to change the speed of the motors, which drives the lift of the rotors to change, thereby changing the flight attitude of the aircraft. This constitutes a deflection rotor multi-rotor aircraft.

[0016] In the initial state, the motor mounting surface of the front upper motor seat of the front rocker arm is horizontal, the rotating surface of the front large rotor is horizontal, the right front arm is horizontal, the rotating surface of the right front small rotor is horizontal, the left front arm is horizontal, and the rotating surface of the left front small rotor is horizontal; the motor mounting surface of the rear upper motor seat of the rear rocker arm is horizontal, the rotating surface of the rear large rotor is horizontal, the right rear arm is horizontal, the rotating surface of the right rear small rotor is horizontal, the left rear arm is horizontal, and the rotating surface of the left rear small rotor is horizontal.

[0017] Controlling the pitch and roll of a tilt-rotor multi-rotor aircraft is like controlling the pitch and roll of a "quadrotor aircraft"; the pitch is controlled by the torque differential generated by the lift differential of the right front small rotor, the left front small rotor and the right rear small rotor, the left rear small rotor, and the roll is controlled by the torque differential generated by the lift differential of the right front small rotor, the right rear small rotor and the left front small rotor, the left rear small rotor.

[0018] Controlling the heading of a tilt-rotor multi-rotor aircraft is similar to controlling the heading of a "quadrotor aircraft"; the heading is controlled by using the anti-torque differential generated by the lift differential of the right front small rotor and the left rear small rotor on the right diagonal and the left front small rotor and the right rear small rotor on the left diagonal.

[0019] For example, if a tilt-rotor multirotor aircraft is controlled to turn right, the flight controller controls the lift of the right front rotor and the left rear rotor to decrease equally, the counter-torque of the right front rotor and the left rear rotor rotating clockwise decreases, the lift of the left front rotor and the right rear rotor to increase equally, and the counter-torque of the left front rotor and the right rear rotor rotating counterclockwise increases. The increased counter-torque causes the aircraft to turn clockwise, even if the aircraft turns right.

[0020] In the process of manipulating the aircraft to turn right, the lift of the right front small rotor decreases and the lift of the left front small rotor increases. The lift on the left side of the front rocker arm is greater than the lift on the right side. This lift difference causes the front rocker arm to deflect to the right around the hinge axis, driving the lift of the right front small rotor, the front large rotor, and the left front small rotor to tilt to the right. The components of the lift of these three rotors in the horizontal plane are horizontally to the right. The torque of the horizontal right components of the three rotors relative to the center of gravity of the aircraft causes the aircraft to turn to the right; at the same time, the lift of the left rear small rotor decreases and the lift of the right rear small rotor increases. The lift on the left side of the rear rocker arm is less than the lift on the right side. This lift difference causes the rear rocker arm to deflect to the left around the hinge axis, driving the lift of the right rear small rotor, the rear large rotor, and the left rear small rotor to tilt to the left. The components of the lift of these three rotors in the horizontal plane are horizontally to the left. The torque of the horizontal left components of the three rotors relative to the center of gravity of the aircraft causes the aircraft to turn to the right.

[0021] For example, if a tilt-rotor multirotor aircraft is controlled to turn left, the flight controller controls the lift of the right front rotor and the left rear rotor to increase equally, the counter-torque of the right front rotor and the left rear rotor rotating clockwise increases, the lift of the left front rotor and the right rear rotor to decrease equally, and the counter-torque of the left front rotor and the right rear rotor rotating counterclockwise decreases. The increased counter-torque causes the aircraft to rotate counterclockwise, even if the aircraft turns left.

[0022] In the process of manipulating the aircraft to turn left, the lift of the right front small rotor increases and the lift of the left front small rotor decreases. The lift on the left side of the front rocker arm is less than the lift on the right side. This lift difference causes the front rocker arm to deflect to the left around the hinge axis, driving the lift of the right front small rotor, the front large rotor, and the left front small rotor to tilt to the left. The lift components of these three rotors in the horizontal plane are horizontally to the left. The torque of the horizontal left components of these three rotors relative to the center of gravity of the aircraft causes the aircraft to turn left; at the same time, the lift of the left rear small rotor increases and the lift of the right rear small rotor decreases. The lift on the left side of the rear rocker arm is greater than the lift on the right side. This lift difference causes the rear rocker arm to deflect to the right around the hinge axis, driving the lift of the right rear small rotor, the rear large rotor, and the left rear small rotor to tilt to the right. The lift components of these three rotors in the horizontal plane are horizontally to the right. The torque of the horizontal right components of these three rotors relative to the center of gravity of the aircraft causes the aircraft to turn left.

[0023] In the process of manipulating the heading of the aircraft, in addition to using the anti-torque difference of the small rotor to drive the steering, the horizontal component torque of each rotor is also superimposed to drive the steering, thereby enhancing the heading drive capability.

[0024] The technical solution of the present invention is to set a front rocker arm that can deflect left and right according to the lift difference between the right front small rotor and the left front small rotor, and a rear rocker arm that can deflect left and right according to the lift difference between the right rear small rotor and the left rear small rotor, so that the lift of each rotor generates a horizontal rightward component moment or a horizontal leftward component moment, and cooperate with the counter-torque of the small rotor to drive the deflected rotor multi-rotor aircraft to turn, thereby enhancing the heading drive capability and improving the aircraft's wind resistance.

[0025] The beneficial effect of the present invention is that a deflection mechanism is used to enable the rotor to generate a horizontal component torque to assist in driving the aircraft to turn, thereby enhancing the heading drive capability. The front large rotor and the rear large rotor are connected to the fuselage, and have the advantage of a strong structure. The front large rotor and the rear large rotor do not participate in the manipulation of pitch, roll and heading, and only cooperate in the manipulation of lifting and lowering. The speed change sensitivity requirements of the front large rotor and the rear large rotor are low, and they are very suitable for being driven by a fuel engine, thereby improving the flight time of the aircraft.

[0026] The diameters of the left front small rotor, right front small rotor, left rear small rotor and right rear small rotor are smaller, the rotor speed change sensitivity is higher, and the left front small rotor, right front small rotor, left rear small rotor and right rear small rotor are more sensitive to controlling pitch, roll and heading.

[0027] The tilt rotor multi-rotor aircraft has the advantages of a solid and compact structure, large load capacity and strong wind resistance. It is suitable for all-weather flight and can be used in manned flight, cargo transportation, agricultural operations, forestry operations, surveying, exploration and other fields. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] The present invention will be further described below with reference to the accompanying drawings and examples.

[0029] Figure 1 1 is a schematic diagram of the structure of a deflection rotor multi-rotor aircraft according to the first embodiment of the present invention.

[0030] Figure 2 1 and 2 are rear and side views of a tilt rotor multi-rotor aircraft according to a first embodiment of the present invention.

[0031] Figure 3 This is a pitch and roll principle diagram of a yaw rotor multi-rotor aircraft according to the first embodiment of the present invention.

[0032] Figure 4 Schematic diagram of the rotor deflection principle of a deflection rotor multi-rotor aircraft according to the first embodiment of the present invention.

[0033] Figure 5 This is a schematic diagram of the exploded connection of the main components of the deflector multi-rotor aircraft according to the first embodiment of the present invention.

[0034] Figure 6It is a schematic diagram of an arm connection folding member of a tilt rotor multi-rotor aircraft according to another embodiment of the present invention.

[0035] Figure 7 It is a schematic diagram of the connection between the forward-swept and backward-swept arms of a deflection rotor multi-rotor aircraft according to another embodiment of the present invention.

[0036] Figure 8 1 is a schematic diagram of the flexible blade connection of a deflection rotor multi-rotor aircraft according to another embodiment of the present invention.

[0037] Figure 9 It is a schematic diagram of the connection between blade flapping and shimmying of a deflection rotor multi-rotor aircraft according to another embodiment of the present invention.

[0038] Figure 10 1 is a schematic diagram of lithium battery connection for a tilt rotor multi-rotor aircraft according to another embodiment of the present invention.

[0039] Figure 11 This is a schematic diagram of the connections of components such as airbags of a tilt-rotor multi-rotor aircraft according to another embodiment of the present invention.

[0040] Figure 12 1 is a schematic diagram of the connection of a deflection damper of a deflection rotor multi-rotor aircraft according to another embodiment of the present invention.

[0041] In the figure, 1. Right front rotor blade, 2. Left rear rotor blade, 3. Left front rotor blade, 4. Right rear rotor blade, 5. Front rotor blade, 6. Rear rotor blade, 6-1. Blades forming the rear rotor blade, 11. Right front motor, 12. Left rear motor, 13. Left front motor, 14. Right rear motor, 15. Front motor blade, 16. Rear motor blade, 17. Screw, 17-1. Bolt, 18. Nut, 19. Limiting hole, 20. Return spring, 21. Right front motor mounting bracket, 22. Left rear motor mounting bracket, 23. Right front motor mounting bracket, 24. Right rear motor mounting bracket, 25. Front upper motor mounting bracket of the front rocker arm, 26. Rear upper motor mounting bracket of the rear rocker arm, 27. Rivet, 28. Circlip, 29. Swing articulated shaft, 30. Mounting hole, 31. Right front arm, 32. Left rear arm, 33. Left front arm, 34. Right rear arm, 35. Left front rocker arm, 36. Rear rocker arm seat, 37. Retaining ring, 38. Seesaw lug, 39. Seesaw seat, 39-1. Swinging seat, 41. Right front tube seat, 42. Left rear tube seat, 43. Front tube seat, 44. Right rear tube seat, 45. Front pylon, 46. Rear pylon, 47. Articulated shaft hole, 48. Swing damping rubber, 49. Swing height limit ring, 51. Right front rocker arm, 52. Left rear rocker arm, 53. Left front rocker arm, 54. Right rear rocker arm, 57. Motor shaft clearance hole, 58. Upper spring hook, 59. Lower spring hook, 61. Fuselage, 62. Four-point landing gear, 65. Front seesaw swing assembly, 66. Rear seesaw swing assembly, 67. Rear pylon top plate, 68. Pipeline hole, 75. Front rocker arm hinge shaft, 76. Rear rocker arm hinge shaft, 85. Front rocker arm, 86. Rear rocker arm, 94. Quick-release folding tube mount, 94-1. Quick-release folding tube mount fuselage component connection base, 94-2. Quick-release folding tube mount arm connection tube clamp, 94-3. Quick-release folding tube mount quick-release lock buckle, 94-4. Quick-release folding component hinge shaft, 95. Swept tube mount, 95-1. Swept tube mount fuselage component connection base, 95-2. Swept tube mount arm connection clamp assembly, 95-3. Axis of the swept tube mount fuselage assembly connection assembly, 95-4. Axis of the swept tube mount arm connection clamp assembly, 100. Upper clamping plate of the flexible blade propeller clamp, 101. Lower clamping plate of the flexible blade propeller clamp, 102. Gasket groove of the lower clamping plate of the flexible blade propeller clamp, 103. Flexible blade gasket, 104. Shimmy damper, 105. Flapping shimmy propeller clamp, 105-1. Shimmy damper support column, 106. Male slide seat for lithium battery, 107. Lithium battery assembly with female slide, 108. Male slide, 109. Female slide, 110. Male positive battery connector, 111. Male negative battery connector, 112.Battery positive female connector, 113. Battery negative female connector, 115. Large ESC, 116. Small ESC, 117. Front airbag, 118. Right rear airbag, 119. Left rear airbag, 120. Parachute, 121. Right front sway bar, 121-1. Right front sway bar damper, 122. Left rear sway bar, 122-1. Left rear sway bar damper, 123. Left front sway bar, 123-1. Left front sway bar damper, 124. Right rear sway bar, 124-1. Right rear sway bar damper, 166. Flexible propeller clamp assembly, 266. Flapping propeller clamp assembly, F1. Lift of the right front rotor blade, F2. Lift of the left rear rotor blade, F3. Lift of the left front rotor blade, F4. Lift of the right rear rotor blade, F5. Lift of the front rotor blade, F6. Lift of the rear rotor blade, F5x. Horizontal component of the front rotor blade's lift, F5y. Vertical component of the front rotor blade's lift, F6x. Horizontal component of the rear rotor blade's lift, F6y. Vertical component of the rear rotor blade's lift, df. Rotor lift variation, Zh. Fuselage longitudinal axis, Hz. Fuselage transverse axis, H1. Distance from the center of lift of the right front rotor blade to the fuselage transverse axis in the aircraft's top view, H2. Distance from the center of lift of the left rear rotor blade to the fuselage transverse axis in the aircraft's top view, H3. Distance from the center of lift of the left front rotor blade to the lateral axis of the fuselage in a top view of the aircraft, H4. Distance from the center of lift of the right rear rotor blade to the lateral axis of the fuselage in a top view of the aircraft, H5. Distance from the center of lift of the front center rotor blade to the lateral axis of the fuselage in a top view of the aircraft, H6. Distance from the center of lift of the rear center rotor blade to the lateral axis of the fuselage in a top view of the aircraft, L1. Distance from the center of lift of the right front rotor blade to the longitudinal axis of the fuselage in a top view of the aircraft, L2. Distance from the center of lift of the left rear rotor blade to the longitudinal axis of the fuselage in a top view of the aircraft, L3. Distance from the center of lift of the left front rotor blade to the longitudinal axis of the fuselage in a top view of the aircraft, L4. Distance from the center of lift of the right rear rotor blade to the longitudinal axis of the fuselage in a top view of the aircraft, ɑ. Angle between the rotor lift and the vertical, θ. Sweep angle of the arm connecting tube clamp assembly of the swept tube mount, cz. Vertical, sp Horizontal line, P. In a top-down view of the aircraft, the center of gravity is at the intersection of the fuselage's transverse and longitudinal axes. N. Rotor rotation counterclockwise, S. Rotor rotation clockwise. The circle with the arrow represents the virtual circle of rotation of the rotor blade tip, reflecting the rotor's diameter and direction of rotation. The small dot before "F" represents the direction of lift, vertically upward. Implementation Method

[0042] Figure 1 1 is a schematic diagram of the structure of a tilt rotor multi-rotor aircraft according to a first embodiment of the present invention. Figure 1In the figure, the fuselage 61 is connected to the four-point landing gear 62, and the front part of the fuselage 61 is a front small tower 45 protruding upward. The top of the front small tower 45 is connected to the front rocker arm seat 35, and the front rocker arm 85 is hinged on the front rocker arm seat 35. The front rocker arm hinge shaft 75 is parallel to the longitudinal axis of the fuselage 61. The front rocker arm 85 can deflect left and right on the front rocker arm seat 35 around the front rocker arm hinge shaft 75. The front rocker arm 85 is composed of a right front rocker arm 51 on the right, a left front rocker arm 53 on the left, and a front upper motor seat 25 on the top. The front upper motor seat 25 is connected to the front large motor 15, and the front large motor 15 is connected to the front seesaw swing assembly 65, the front seesaw flapping assembly 65 is hinged to the front large rotor 5, the right end of the right front rocker arm 51 is connected to the right front tube seat 41, the right end of the right front tube seat 41 is connected to the right front arm 31, the right end of the right front arm 31 is connected to the right front motor seat 21, the right front motor seat 21 is connected to the right front motor 11, the right front motor 11 is connected to the right front small rotor 1, the left end of the left front rocker arm 53 is connected to the left front tube seat 43, the left end of the left front tube seat 43 is connected to the left front arm 33, the left end of the left front arm 33 is connected to the left front motor seat 23, the left front motor seat 23 is connected to the left front motor 13, and the left front motor 13 is connected to the left front small rotor 3.

[0043] On the rear part of the fuselage 61 is a rear small tower 46 that protrudes upward. The height of the rear small tower 46 is higher than that of the front small tower 45. The top of the rear small tower 46 is connected to the rear rocker arm seat 36. The rear rocker arm 86 is hinged on the rear rocker arm seat 36. The rear rocker arm hinge shaft 76 is parallel to the longitudinal axis of the fuselage 61. The rear rocker arm 86 can deflect left and right on the rear rocker arm seat 36 around the rear rocker arm hinge shaft 76. The rear rocker arm 86 is composed of a right rear rocker arm 54 on the right, a left rear rocker arm 52 on the left, and a rear upper motor seat 26 on the top (the rear rocker arm 85 and the rear rocker arm 86 have the same structure and size). The rear upper motor seat 26 is connected to the rear large motor 16. The rear large motor 16 The upper portion is connected to the rear seesaw-type waving assembly 66, and the rear large rotor 6 is hinged on the rear seesaw-type waving assembly 66. The right end of the right rear rocker arm 54 is connected to the right rear tube seat 44, the right end of the right rear tube seat 44 is connected to the right rear arm 34, the right end of the right rear arm 34 is connected to the right rear motor seat 24, the right rear motor seat 24 is connected to the right rear motor 14, and the right rear motor 14 is connected to the right rear small rotor 4. The left end of the left rear rocker arm 52 is connected to the left rear tube seat 42, the left end of the left rear tube seat 42 is connected to the left rear arm 32, the left end of the left rear arm 32 is connected to the left rear motor seat 22, the left rear motor seat 22 is connected to the left rear motor 12, and the left rear motor 12 is connected to the left rear small rotor 2.

[0044] The rear large rotor 6 and the front large rotor 5 have the same size and the corresponding drive motor parameters are the same.

[0045] The right front rotor 1, the left rear rotor 2, the left front rotor 3, and the right rear rotor 4 have the same size, and the corresponding drive motor parameters are the same.

[0046] The sizes of the rear large rotor 6 and the front large rotor 5 are larger than the sizes of the right front small rotor 1 , the left rear small rotor 2 , the left front small rotor 3 , and the right rear small rotor 4 .

[0047] The right front arm 31 , the left rear arm 32 , the left front arm 33 , and the right rear arm 34 have the same size.

[0048] Six ESCs are connected to six motors, and a flight controller is connected to the six ESCs. The flight controller controls the output voltage of the ESCs to change the speed of the motors, which drives the lift of the rotors to change, thereby changing the flight attitude of the aircraft. This constitutes a deflection rotor multi-rotor aircraft.

[0049] Figure 2 1 is a rear view and a side view of a tilt rotor multi-rotor aircraft according to a first embodiment of the present invention. Figure 2 The above picture is the rear view. Figure 2 The figure below is a side view.

[0050] Figure 2 In the figure above, at the initial state, see Figure 1 The motor mounting surface of the front upper motor seat 25 of the front rocker arm 85 is horizontal, the rotating surface of the front large rotor 5 is horizontal, the right front arm 31 connected to the right front rocker arm 51 of the front rocker arm 85 is horizontal, the rotating surface of the right front small rotor 1 is horizontal, the lift F1 of the right front small rotor 1 is vertically upward, the left front arm 33 connected to the left front rocker arm 53 of the front rocker arm 85 is horizontal, the rotating surface of the left front small rotor 3 is horizontal, the lift F3 of the left front small rotor 3 is vertically upward, and the right front small rotor 1 and the left front small rotor 3 are at the same height. ; The motor mounting surface of the rear upper motor seat 26 of the rear rocker arm 86 is horizontal, the rotating surface of the rear large rotor 6 is horizontal, the right rear arm 34 connected to the right rear rocker arm 54 of the rear rocker arm 86 is horizontal, the rotating surface of the right rear small rotor 4 is horizontal, the lift F4 of the right rear small rotor 4 is vertically upward, the left rear arm 32 connected to the left rear rocker arm 52 of the rear rocker arm 86 is horizontal, the rotating surface of the left rear small rotor 2 is horizontal, the lift F2 of the left rear small rotor 2 is vertically upward, and the left rear small rotor 2 and the right rear small rotor 4 are at the same height.

[0051] Figure 2 In the figure below, at the initial state, see Figure 1 The rotating surface of the front large rotor 5 is horizontal, the lift F5 of the front large rotor 5 is vertically upward, the rotating surface of the rear large rotor 6 is horizontal, the lift F6 of the rear large rotor 6 is vertically upward, the height of the rear large rotor 6 is higher than the height of the front large rotor 5, and the rotating surface of the rear large rotor 6 and the rotating surface of the front large rotor 5 partially overlap; the height of the right rear small rotor 4 is higher than the height of the right front small rotor 1.

[0052] Figure 3 This is a pitch and roll principle diagram of a yaw rotor multi-rotor aircraft according to the first embodiment of the present invention.

[0053] Figure 3 In, see Figure 1 , Figure 3 yes Figure 1 A simplified schematic diagram based on a top view, in which the rotor is simplified into a circle with an arrow, representing the virtual circle of the rotor tip rotating, reflecting the diameter and rotation direction of the rotor. The small dot before the "F" represents the direction of lift vertically upward. The thick dot inside the circle represents the center of rotation of the rotor. The thick dot next to the P represents the center of gravity of the aircraft. The arms and fuselage are simplified into thick black lines.

[0054] When looking at the rotor steering from the top down (based on the top view, the following description of the rotor steering is from the top down), set the rear rotor and the front rotor to rotate in opposite directions. Figure 3 In the embodiment, the combination of the front large rotor 5 rotating counterclockwise in N direction and the rear large rotor 6 rotating clockwise in S direction is used as an example (other embodiments may also be a combination of the front large rotor 5 rotating clockwise in S direction and the rear large rotor 6 rotating counterclockwise in N direction. The flight principle of the aircraft with the two combinations of rotor rotation directions is the same). The rotation directions of the right front small rotor 1 and the left rear small rotor 2 are both clockwise (S), and the rotation directions of the left front small rotor 3 and the right rear small rotor 4 are both counterclockwise (N).

[0055] The pitch moment of the aircraft is: F1*H1+F5*H5+F3*H3.

[0056] The forward pitch moment of the aircraft is: F4*H4+F6*H6+F2*H2.

[0057] Based on the top view, the distances from the rotation centers of the front large rotor 5 and the rear large rotor 6 to the center of gravity of the aircraft are equal, H5=H6; the rear rocker arm 85 and the rear rocker arm 86 are the same size, and the right front arm 31, the left rear arm 32, the left front arm 33 and the right rear arm 34 are the same size, that is, L1=L2, L2=L3, L3=L4, H1=H2, H2=H3, H3=H4.

[0058] The pitch balance equation of the aircraft is: F1*H1+F5*H5+F3*H3= F4*H4+F6*H6+F2*H2……………………(1).

[0059] From formula (1), we can see that when F1=F2, F2=F3, F3=F4; F5=F6, formula (1) holds, that is, when the lift of the right front small rotor 1, the left rear small rotor 2, the left front small rotor 3, and the right rear small rotor 4 are the same, the lift of the front large rotor 5 and the rear large rotor 6 are the same, and the aircraft pitch is in balance.

[0060] The equation for the aircraft's pitch back is: (F1+df)*H1+F5*H5+ (F3+df)*H3> (F4-df)*H4+F6*H6+ (F2-df)*H2…………(1-1).

[0061] Where df is the rotor lift variable.

[0062] The equation for the aircraft to pitch forward is: (F1-df)*H1+F5*H5+ (F3-df)*H3< (F4+df)*H4+F6*H6+ (F2+df)*H2......(1-2).

[0063] Equations (1-1) and (1-2) represent the pitch of the aircraft controlled by the lift differentials of the right front rotor 1, the left front rotor 3, the left rear rotor 2, and the right rear rotor 4.

[0064] During the pitch control of the aircraft, the lift of the front large rotor 5 and the rear large rotor 6 remains the same and unchanged.

[0065] Controlling the pitch of a tilt-rotor multirotor aircraft is like controlling the pitch of a "quadrotor aircraft".

[0066] The rolling moment of the aircraft to the left is: F1*L1+F4*L4.

[0067] The right rolling moment of the aircraft is: F3*L3+F2*L2.

[0068] The roll balance equation of the aircraft is: F1*L1+F4*L4= F3*L3+F2*L2……………………(2).

[0069] From formula (2), we can see that when F1=F2, F2=F3, F3=F4; F5=F6, formula (2) holds true, that is, when the lift of the right front rotor 1, the left rear rotor 2, the left front rotor 3, and the right rear rotor 4 are the same, the aircraft roll is in balance.

[0070] The equation for the aircraft to the left is: (F1+df)*L1+ (F4+df)*L4> (F3-df)*L3+ (F2-df)*L2…………(2-1).

[0071] The equation for the aircraft to roll to the right is: (F1-df)*L1+ (F4-df)*L4< (F3+df)*L3+ (F2+df)*L2......(2-2).

[0072] Equations (2-1) and (2-2) represent the lift differential control of the right front rotor 1, right rear rotor 4 and the left front rotor 3, left rear rotor 2 for the aircraft.

[0073] The lift of the front large rotor 5 and the rear large rotor 6 does not generate a lateral moment, and the lift of the front large rotor 5 and the rear large rotor 6 does not affect the roll of the aircraft.

[0074] Controlling the roll of a tilt-rotor multirotor aircraft is like controlling the roll of a "quadrotor aircraft".

[0075] Figure 4 Schematic diagram of the rotor deflection principle of a deflection rotor multi-rotor aircraft according to the first embodiment of the present invention.

[0076] Figure 4 It consists of the upper and lower figures. The upper figure is a diagram showing the principle of deflection of the rotor rotating surface when turning right, and the lower figure is a diagram showing the principle of deflection of the rotor rotating surface when turning left.

[0077] Figure 4 In the figure above, see Figure 3 The counter-torque Sj5 of the front large rotor 5 that rotates counterclockwise by N causes the aircraft to rotate clockwise by S, and the counter-torque Nj6 of the rear large rotor 6 that rotates clockwise by S causes the aircraft to rotate counterclockwise by N. The lift of the front large rotor 5 and the rear large rotor 6 remain the same, the counter-torques remain the same, and the counter-torques cancel each other out. The counter-torques of the front large rotor 5 and the rear large rotor 6 do not affect the heading of the aircraft.

[0078] The reaction torque Sj3 of the left front small rotor 3 rotating counterclockwise N causes the aircraft to rotate S clockwise, and the reaction torque Sj4 of the right rear small rotor 4 rotating counterclockwise N causes the aircraft to rotate S clockwise; the reaction torque Nj1 of the right front small rotor 1 rotating clockwise S causes the aircraft to rotate N counterclockwise, and the reaction torque Nj2 of the left rear small rotor 2 rotating clockwise S causes the aircraft to rotate N counterclockwise; the right front small rotor 1, the left rear small rotor 2 and the left front small rotor 3, the right rear small rotor 4 have the same lift and the same reaction torque, and the reaction torques cancel each other out; the reaction torques of the right front small rotor 1, the left rear small rotor 2 and the left front small rotor 3, the right rear small rotor 4 do not affect the heading of the aircraft.

[0079] The aircraft heading balance equation is: Sj5=Nj6.

[0080] Sj3+ Sj4= Nj1+ Nj2………………………………(3).

[0081] The equation for turning the aircraft to the right is: (Sj3+dj) + (Sj4+dj) > (Nj1-sj) + (Nj2-dj)……………………(3-1).

[0082] In the formula, dj is the change in counter-torque produced by the change in rotor lift df. Formula (3-1) shows that the lift of the left front rotor 3 and the right rear rotor 4 increases by df, and the counter-torque increases by dj. At the same time, the lift of the right front rotor 1 and the left rear rotor 2 decreases by df, and the counter-torque decreases by dj. The increased counter-torque causes the aircraft to turn right.

[0083] See also Figure 1 In the process of maneuvering the aircraft to turn right, the lift F1 of the right front small rotor decreases by df, and the lift F3 of the left front small rotor increases by df. The lift on the left side of the front rocker arm 85 is greater than the lift on the right side. This lift difference causes the front rocker arm 85 to deflect to the right around the hinge shaft 75, driving the lift of the right front small rotor 1, the front large rotor 5, and the left front small rotor 3 to tilt to the right. The angle between the lift F5 of the front large rotor 5 and the vertical line cz is ɑ, and the angle between the lift F1 of the right front small rotor 1 and the vertical line cz is ɑ (due to too dense lines, the lift decomposition diagram of the right front small rotor 1 and the left front small rotor 3 is not drawn, refer to the lift decomposition diagram of the lift F5 of the front large rotor 5), and the angle between the lift F3 of the left front small rotor 3 and the vertical line cz is ɑ.

[0084] F5x=F5*sin(ɑ).

[0085] F1x=(F1-df)*sin(ɑ).

[0086] F3x=(F3+df)*sin(ɑ).

[0087] In the above formula, F1x is the component of the lift F1 of the right front small rotor 1 in the horizontal plane, and F3x is the component of the lift F3 of the left front small rotor 3 in the horizontal plane.

[0088] The torque of the rotor on the front pylon 45 to turn the aircraft to the right is: F5x*H5+ F1x*H5+ F3x*H5.

[0089] = F5*sin(ɑ)*H5+(F1-df)*sin(ɑ)*H5+(F3+df)*sin(ɑ)*H5.

[0090] = (F5+F1+F3)*sin (ɑ)*H5……………………………………………………(3-1-1).

[0091] In the process of maneuvering the aircraft to turn right, the lift F2 of the left rear small rotor decreases by df, and the lift F4 of the right rear small rotor increases by df. The lift on the left side of the rear rocker arm 86 is less than the lift on the right side. This lift difference causes the rear rocker arm 86 to deflect to the left around the hinge shaft 76, driving the lift of the left rear small rotor 2, the rear large rotor 6, and the right rear small rotor 4 to tilt to the left. The angle between the lift F6 of the rear large rotor 6 and the vertical line cz is ɑ, and the angle between the lift F2 of the left rear small rotor 2 and the vertical line cz is ɑ (because the lines are too dense, the lift decomposition diagram of the left rear small rotor 2 and the right rear small rotor 4 is not drawn, refer to the lift decomposition diagram of the lift F6 of the rear large rotor 6), and the angle between the lift F4 of the right rear small rotor 4 and the vertical line cz is ɑ.

[0092] F6x=F6*sin(ɑ).

[0093] F2x=(F2-df)*sin(ɑ).

[0094] F4x=(F4+df)*sin(ɑ).

[0095] In the above formula, F2x is the component of the lift F2 of the left rear rotor 2 in the horizontal plane, and F4x is the component of the lift F4 of the right rear rotor 4 in the horizontal plane.

[0096] The moment of the rotor on the rear pylon 46 turning the aircraft to the right is: F6x*H6+ F2x*H6+ F4x*H6.

[0097] = F6*sin(ɑ)*H6+(F2-df)*sin(ɑ)*H6+(F4+df)*sin(ɑ)*H6.

[0098] = (F6+F2+F4)*sin (ɑ)*H6……………………………………………………(3-1-2).

[0099] From equations (3-1), (3-1-1), and (3-1-2), it can be seen that in the process of manipulating the aircraft to turn right, in addition to using the anti-torque difference of the small rotor (shown in equation (3-1)) to drive the steering, the horizontal component torque of the rotor is also superimposed to drive the steering (shown in equations (3-1-1) and (3-1-2)), thereby enhancing the heading drive capability.

[0100] Figure 4 In the figure below, see Figure 3 , the equation for the aircraft to turn left is: (Sj3-dj) + (Sj4-dj) < (Nj1+sj) + (Nj2+dj)……………………(3-2).

[0101] Equation (3-2) indicates that the lift of the left front rotor 3 and the right rear rotor 4 decreases by df, and the counter-torque decreases by dj. At the same time, the lift of the right front rotor 1 and the left rear rotor 2 increases by df, and the counter-torque increases by dj. The increased counter-torque causes the aircraft to turn left.

[0102] See also Figure 1 In the process of maneuvering the aircraft to turn left, the lift F1 of the right front small rotor increases by df and the lift F3 of the left front small rotor decreases by df. The lift on the left side of the front rocker arm 85 is less than the lift on the right side. This lift difference causes the front rocker arm 85 to deflect to the left around the hinge shaft 75, driving the lift of the right front small rotor 1, the front large rotor 5, and the left front small rotor 3 to tilt to the left. The angle between the lift F5 of the front large rotor 5 and the vertical line cz is ɑ, the angle between the lift F1 of the right front small rotor 1 and the vertical line cz is ɑ (due to too dense lines, the lift decomposition diagram of the right front small rotor 1 and the left front small rotor 3 is not drawn, refer to the lift decomposition diagram of the lift F5 of the front large rotor 5), and the angle between the lift F3 of the left front small rotor 3 and the vertical line cz is ɑ.

[0103] F5x=F5*sin(ɑ).

[0104] F1x=(F1+df)*sin(ɑ).

[0105] F3x=(F3-df)*sin(ɑ).

[0106] The torque of the rotor on the front pylon 45 to turn the aircraft to the left is: F5x*H5+ F1x*H5+ F3x*H5.

[0107] = F5*sin(ɑ)*H5+(F1+df)*sin(ɑ)*H5+(F3-df)*sin(ɑ)*H5.

[0108] = (F5+F1+F3)*sin (ɑ)*H5……………………………………………………(3-2-1).

[0109] In the process of maneuvering the aircraft to turn left, the lift F2 of the left rear small rotor increases by df and the lift F4 of the right rear small rotor decreases by df. The lift on the left side of the rear rocker arm 86 is greater than the lift on the right side. This lift difference causes the rear rocker arm 86 to deflect to the right around the hinge shaft 76, driving the lift of the left rear small rotor 2, the rear large rotor 6, and the right rear small rotor 4 to tilt to the right. The angle between the lift F6 of the rear large rotor 6 and the vertical line cz is ɑ, and the angle between the lift F2 of the left rear small rotor 2 and the vertical line cz is ɑ (because the lines are too dense, the lift decomposition diagram of the left rear small rotor 2 and the right rear small rotor 4 is not drawn, refer to the lift decomposition diagram of the lift F6 of the rear large rotor 6), and the angle between the lift F4 of the right rear small rotor 4 and the vertical line cz is ɑ.

[0110] F6x=F6*sin(ɑ).

[0111] F2x=(F2+df)*sin(ɑ).

[0112] F4x=(F4-df)*sin(ɑ).

[0113] The torque of the rotor on the rear pylon 46 to turn the aircraft to the left is: F6x*H6+ F2x*H6+ F4x*H6.

[0114] = F6*sin(ɑ)*H6+(F2+df)*sin(ɑ)*H6+(F4-df)*sin(ɑ)*H6.

[0115] = (F6+F2+F4)*sin (ɑ)*H6……………………………………………………(3-2-2).

[0116] From equations (3-2), (3-2-1), and (3-2-2), it can be seen that in the process of manipulating the aircraft to turn left, in addition to using the anti-torque difference of the small rotor (shown in equation (3-2)) to drive the steering, the horizontal component torque of the rotor is also superimposed to drive the steering (shown in equations (3-2-1) and (3-2-2)), thereby enhancing the heading drive capability.

[0117] In the process of manipulating the heading of the aircraft, in addition to using the rotor's counter-torque difference to drive the steering, the rotor's horizontal component torque is also superimposed to drive the steering, thereby enhancing the heading drive capability.

[0118] from Figure 3 and Figure 4 It can be seen from the description that the lift of the front large rotor 5 and the rear large rotor 6 always remains the same during the flight. In the process of manipulating the pitch, roll and heading of the aircraft, the lift of the front large rotor 5 and the rear large rotor 6 remains in the original state. Therefore, the sensitivity of the lift changes of the front large rotor 5 and the rear large rotor 6 is not high. The motor that drives the front large rotor 5 and the rear large rotor 6 to rotate can be replaced by a fuel engine to extend the flight time of the aircraft.

[0119] Figure 5 This is a schematic diagram of the exploded connection of the main components of the deflector multi-rotor aircraft according to the first embodiment of the present invention.

[0120] Figure 5 In the figure, the connection decomposition of the main components on the rear pylon 46 is used as an example to illustrate the connection decomposition of the main components of the deflection rotor multi-rotor aircraft of the first embodiment. The connection method of the main components on the front pylon 45 is the same as the connection method of the main components on the rear pylon 46.

[0121] The fuselage 61 is composed of carbon fiber plates and angle aluminum connected by rivets. The top of the rear tower 46 is the rear tower top plate 67. The rear tower top plate 67 is provided with mounting holes 30, pipeline holes 68, etc. The screw 17 connects the rear rocker arm seat 36 to the rear tower top plate 67. The axes of the front and rear hinge shaft holes 47 at the upper end of the rear rocker arm seat 36 are parallel to the longitudinal axis of the fuselage 61. A lower spring hook 59 is connected to each side of the bottom of the rocker arm seat 36. The rear rocker arm hinge shaft 76 hinges the rear rocker arm 86 to the rear rocker arm seat. The two front and rear hinge shaft holes 47 at the upper end of 36, the axis of the rear rocker arm hinge shaft 76 is parallel to the longitudinal axis of the fuselage 61, and the two ends of the rear rocker arm hinge shaft 76 are fastened by nuts 18, and the retaining spring 28 is inserted into the limit holes 19 at both ends of the rear rocker arm hinge shaft 76 to prevent the nuts 18 from loosening. Just above the rear rocker arm 86 is the rear upper motor mounting seat 26, on which mounting holes 30, motor shaft avoidance holes 57, etc. are provided. An upper spring hook 58 is connected to each side of the rear upper motor mounting seat 26, a return spring 20 connects the lower spring hook 59 on the left side of the bottom of the rocker arm seat 36 and the upper spring hook 58 on the left side of the rear upper motor mounting seat 26 of the rear rocker arm 86, and another return spring 20 connects the lower spring hook 59 on the right side of the bottom of the rocker arm seat 36 and the upper spring hook 58 on the right side of the rear upper motor mounting seat 26 of the rear rocker arm 86.

[0122] Initial state, see Figure 2 When the upward forces on the right rear rocker arm 54 on the right side of the rear rocker arm 86 and the left rear rocker arm 52 on the left side are equal, the axes of the right rear rocker arm 54 and the left rear rocker arm 52 are horizontal, and the motor mounting surface of the rear upper motor mounting seat 26 is horizontal.

[0123] See also Figure 1 、 Figure 2 、 Figure 4 、 Figure 12 When the upward forces on the right rear rocker arm 54 on the right side of the rear rocker arm 86 and the left rear rocker arm 52 on the left side are not equal, the rear rocker arm 86 deflects left and right around the rear rocker arm hinge shaft 76. If the upward force on the right rear rocker arm 54 is greater than the upward force on the left rear rocker arm 52, the rear rocker arm 86 deflects leftward around the rear rocker arm hinge shaft 76, driving the motor mounting surface of the rear upper motor mounting seat 26 to deflect leftward. When the upward forces on the right rear rocker arm 54 on the right side of the rear rocker arm 86 and the left rear rocker arm 52 on the left side are equal, the two return springs 20 return the rear rocker arm 86 to its original position. Initial state, and damping the oscillation of the rear rocker arm 86; if the upward force on the right rear rocker arm 54 is smaller than the upward force on the left rear rocker arm 52, the rear rocker arm 86 deflects to the right around the rear rocker arm hinge shaft 76, driving the motor mounting surface of the rear upper motor mounting seat 26 to deflect to the right, when the upward forces on the right rear rocker arm 54 on the right side of the rear rocker arm 86 and the left rear rocker arm 52 on the left side are equal, the two return springs 20 return the rear rocker arm 86 to the initial state, and damping the oscillation of the rear rocker arm 86; the deflection method of the front rocker arm 85 is the same as the deflection method of the rear rocker arm 86.

[0124] The screw 17 passes through the mounting hole 30 of the rear upper motor mounting seat 26 from bottom to top to mount the rear large motor 16 on the rear upper motor mounting seat 26, and the screw 17 passes through the mounting hole 30 at the bottom of the seesaw seat 39 from top to bottom to connect the seesaw seat 39 to the rear large motor 16.

[0125] The swing hinge shaft 29 hinges the seesaw ear 38 on the seesaw seat 39, and the two ends of the swing hinge shaft 29 are fastened by nuts 18. The retaining spring 28 is inserted into the limit holes 19 at both ends of the swing hinge shaft 29 to prevent the nuts 18 from loosening. The axis of the swing hinge shaft 29 is parallel to the longitudinal axis of the fuselage 61. The two ends of the seesaw ear 38 are connected to the two blades of the rear large rotor 6. When the lift of the two blades of the rear large rotor 6 is not equal, the rear large rotor 6 can swing up and down around the swing hinge shaft 29, which can eliminate the problem of the lift of the two blades of the rear large rotor 6. When the aircraft flies forward, the alternating torque at the root of the rear large rotor 6 blades (according to the theory of helicopter forward flight, if the blades are fixed to the motor and cannot flap, the forward blades accelerate, the lift increases, and the backward blades decelerate, the lift decreases, generating an alternating torque at the root of the blades. This alternating torque affects the life of the blades. The flapping blade structure eliminates the root alternating torque and extends the life of the blades). The flapping height limit ring 49 and the flapping damping rubber 48 on the flapping height limit ring 49 play a role in preventing the rear large rotor 6 from excessive flapping.

[0126] The right end of the right rear rocker arm 54 of the rear rocker arm 86 is connected to the right rear tube seat 44, and the screw 17 fastens the right rear tube seat 44 from the top and bottom of the right rear rocker arm 54.

[0127] The screw 17 fastens the right rear arm 34 to the right end of the right rear tube seat 44 , and the rivet 27 is positioned to prevent the right rear arm 34 and the right rear tube seat 44 from sliding relative to each other.

[0128] The screw 17 fastens the right rear motor mounting base 24 to the right end of the right rear machine arm 34 , and the rivet 27 is positioned to prevent the right rear machine arm 34 and the rear motor mounting base 24 from sliding relative to each other.

[0129] The screw 17 passes through the right rear motor mounting seat 24 from bottom to top to connect the right rear motor 14 to the right rear motor mounting seat 24.

[0130] Screw 17 connects the right rear rotor 4 to the right rear motor 14. The right rear rotor 4 is a flexible blade (also called a straight blade), which allows the blade to swing flexibly and reduces the alternating bending moment at the blade root.

[0131] The method of connecting all the components on the left side of the left rear swing arm 52 of the rear swing arm 86 is the same as the method of connecting all the components on the right side of the right rear swing arm 54.

[0132] The right rear tube base 44 is replaced with a quick-release folding tube base 94, so that the right rear arm 34 can be folded forward to reduce the space occupied by the tilt rotor multi-rotor aircraft during storage and transportation. The connection method of the quick-release folding tube base 94 is the same as that of the right rear tube base 44. Figure 6 .

[0133] Figure 6 It is a schematic diagram of an arm connection folding member of a tilt rotor multi-rotor aircraft according to another embodiment of the present invention.

[0134] Figure 6 It consists of three pictures: upper, middle and lower. The upper picture is the exploded view, the middle picture is the connection completion view, and the lower picture is the folded state view.

[0135] Figure 6 In the figure, the quick-release folding tube seat 94 is composed of a left body component connecting seat component 94-1, a right arm connecting tube clamp component 94-2, a quick-release lock buckle 94-3, a quick-release folding component hinge shaft 94-4, etc.

[0136] The quick-release folding part hinge shaft 94-4 hinges the left fuselage component connecting seat component 94-1 and the right arm connecting pipe clamp component 94-2 together, and is tightened or loosened by the quick-release lock buckle 94-3 to achieve opening and folding.

[0137] Figure 6 In the above figure, the right end of the right rear rocker arm 54 of the rear rocker arm 86 is connected to the body component connecting seat component 94-1 of the quick-release folding tube seat 94, and the screws 17 fasten the body component connecting seat component 94-1 from the top and bottom of the right rear rocker arm 54.

[0138] The screw 17 fastens the right rear arm 34 to the right end of the arm connecting tube clamp component 94-2 of the quick-release folding tube base 94, and the rivet 27 is positioned to prevent the right rear arm 34 and the arm connecting tube clamp component 94-2 from sliding relative to each other.

[0139] Figure 6 In the middle figure, the axes of the connected quick-release folding tube seat 94, the right rear arm 34, and the rear rocker arm 86 overlap, as shown by the dotted lines in the figure. At this time, the quick-release lock buckle 94-3 is in a tightened state and the right rear arm 34 is in an open state.

[0140] Figure 6 In the figure below, the quick-release lock buckle 94-3 is in a loose state, the quick-release folding tube seat 94 is folded forward and close to the fuselage, and the right rear arm 34 is in a forward folded state to reduce the space occupied by the arm.

[0141] Similarly, the right front tube seat 41, the left rear tube seat 42, and the left front tube seat 43 can all be replaced with a quick-release folding tube seat 94, so that the left rear arm 32 can be folded forward, the right front arm 31 can be folded backward, and the left front arm 33 can be folded backward, reducing the space occupied by the arms.

[0142] Similarly, the right rear tube base 44 is replaced with a swept tube base 95, so that the right rear arm 34 can be swept back to reduce the arm resistance during forward flight. The connection method of the swept tube base 95 is the same as that of the right rear tube base 44, see Figure 7 .

[0143] Figure 7 It is a schematic diagram of the connection between the forward-swept and backward-swept arms of a deflection rotor multi-rotor aircraft according to another embodiment of the present invention.

[0144] Figure 7 The dotted ellipse in the figure shows the structure of the swept tube seat 95, which is composed of the swept tube seat body component connecting seat component 95-1 on the left, the swept tube seat arm connecting pipe clamp component 95-2 on the right, etc.; the angle between the axis 95-4 of the swept tube seat body component connecting seat component 95-1 and the axis 95-3 of the swept tube seat arm connecting pipe clamp component 95-2 is θ, referring to the lower right corner of the figure, the right rear tube seat 44 connected to the right end of the right rear rocker arm 54 of the rear rocker arm 86 is replaced by the swept tube seat 95, and the sweep angle of the right rear arm 34 is θ.

[0145] The swept tube seat 95 is connected to the left end of the left rear rocker arm 52 of the rear rocker arm 86 in a mirror image manner with the longitudinal axis of the fuselage, and the sweep angle of the left rear arm 32 is θ.

[0146] The swept-back tube seats 95 on the left and right sides of the rear rocker arm 86 are connected to the left end of the left front rocker arm 53 and the right end of the right front rocker arm 51 of the front rocker arm 85 in a mirrored manner with the horizontal axis of the fuselage. The forward sweep angle of the left front arm 33 and the right front arm 31 is θ.

[0147] The left front arm 33 and the right front arm 31 are swept forward, and the left rear arm 32 and the right rear arm 34 are swept backward, so as to reduce the arm resistance during forward flight.

[0148] Figure 1 The front large rotor 5 and the rear large rotor 6 are connected in a seesaw manner to form a flapping blade rotor, eliminating the alternating moment at the blade root. In another embodiment, a flexible blade can also be used to form a flapping blade rotor to reduce the alternating moment at the blade root. Figure 8 Alternatively, a flapping rotor can be connected to eliminate the alternating moment at the blade root. Figure 9 .

[0149] Figure 8 1 is a schematic diagram of the flexible blade connection of a deflection rotor multi-rotor aircraft according to another embodiment of the present invention.

[0150] Figure 8 In the upper figure, referring to the lower figure, the flexible blade clamp assembly 166 is composed of an upper clamping piece 100 of the flexible blade clamp and a lower clamping piece 101 of the flexible blade clamp.

[0151] The bolt 17-1 on the right passes through the mounting hole on the right side of the upper clip 100 of the flexible blade blade clamp, the mounting hole of the flexible blade gasket 103, the mounting hole of the blade 6-1 on the right side of the rear large rotor 6, the mounting hole of another flexible blade gasket 103, and the mounting hole on the right side of the lower clip 101 of the flexible blade blade clamp. At the same time, the bolt 17-1 on the left passes through the mounting hole on the left side of the upper clip 100 of the flexible blade blade clamp, the mounting hole of the flexible blade gasket 103, the mounting hole of the blade 6-1 on the left side of the rear large rotor 6, the mounting hole of another flexible blade gasket 103, and the mounting hole on the left side of the lower clip 101 of the flexible blade blade clamp; the bolts 17-1 on the left and right sides fasten these parts together to form the rear large rotor 6 with a flexible blade-type flapping blade, and the flexible blade gasket 103 is connected to the gasket groove 102.

[0152] Figure 8 In the lower figure, referring to the upper figure, screw 17 connects the flexible blade clamp assembly 166 connected to the blade to the rear large motor 16, completing the installation of the rear large rotor 6 with flexible blade-type flapping blades.

[0153] The blades of the rear large rotor 6 with flexible blade type flapping blades can swing back and forth around the bolt 17-1. The blades of the rear large rotor 6 with flexible blade type flapping blades can be flexibly flapped and vibrated, and can also be folded back and forth (also called folding blades), reducing the space occupied by the blades during storage.

[0154] The front large rotor 5, the right front small rotor 1, the left rear small rotor 2, the left front small rotor 3, and the right rear small rotor 4 can also be used Figure 8 Rotor alternative shown.

[0155] Figure 9 It is a schematic diagram of the connection between blade flapping and shimmying of a deflection rotor multi-rotor aircraft according to another embodiment of the present invention.

[0156] Figure 9 In the upper figure, referring to the lower figure, the flapping blade clamp assembly 266 is composed of parts such as the flapping blade clamp 105 and the flapping seat 39-1.

[0157] Two bolts 17-1 respectively connect the blades 6-1 of the two rear large rotors 6 to the upper and lower mounting holes 30 at the left and right ends of the flapping blade clamp 105. The four flapping dampers 104 are respectively connected to the two flapping damper support columns 105-1 on the left and right sides of the flapping blade clamp 105. The blades 6-1 of the rear large rotor 6 can swing back and forth around the bolts 17-1. The flapping damper support columns 105-1 connected to the flapping dampers 104 limit the swing amplitude of the blades 6-1 of the rear large rotor 6 to prevent excessive swing.

[0158] The flapping hinge shaft 29 passes through the hinge shaft hole 47 of the flapping seat 39-1 and the hinge shaft hole 47 of the flapping and swinging blade clamp 105 to hinge the flapping and swinging blade clamp 105 connected to the blade 6-1 of the rear large rotor 6 on the flapping seat 39-1. The flapping and swinging blade clamp 105 can swing up and down around the flapping hinge shaft 29, and the blade 6-1 of the rear large rotor swings up and down. The flapping height limit ring 49 and the flapping damping rubber 48 on the flapping height limit ring 49 prevent the blade 6-1 of the rear large rotor 6, that is, prevent the rear large rotor 6 from excessively flapping.

[0159] Figure 9 In the lower figure, referring to the upper figure, screw 17 connects the swing seat 39-1 to which the swing blade clamp assembly 266 is hinged to the rear large motor 16, completing the installation of the rear large rotor 6 with the swing blade.

[0160] The front large rotor 5, the right front small rotor 1, the left rear small rotor 2, the left front small rotor 3, and the right rear small rotor 4 can also be used Figure 9 Rotor alternative shown.

[0161] Figure 5 and Figure 9 The articulation between the articulated shaft and the articulated shaft hole is a direct connection, and a transition connection with a bearing or a bushing can also be used.

[0162] The lithium battery of the tilt rotor multi-rotor aircraft can be installed inside the fuselage 61 or connected to both sides of the middle of the fuselage 61. Figure 10 , a lithium battery on the left and a lithium battery on the right constitute a group of lithium batteries, and more than one group of lithium batteries can be installed on both sides of the fuselage 61, Figure 10 Take the installation of 3 sets of lithium batteries as an example.

[0163] Figure 10 1 is a schematic diagram of lithium battery connection for a tilt rotor multi-rotor aircraft according to another embodiment of the present invention.

[0164] Figure 10 In the upper figure, refer to the lower figure, screws 17 connect the male slide seat 106 of the lithium battery in an arranged manner on both sides of the middle part of the fuselage 61. The small figure within the square dotted line is a top view of the male slide seat 106 of the lithium battery. The male slides 108 are on the left and right sides of the male slide seat 106 of the lithium battery. There are two battery positive male heads 110 on the top left and two battery negative male heads 111 on the top right.

[0165] The small picture within the oval dotted line is a bottom view of the lithium battery assembly 107 with a female slide. On both sides of the lithium battery assembly 107 with a female slide are female slides 109, on the top left are two battery positive female connectors 112, and on the top right are two battery negative female connectors 113. Inside the lithium battery assembly 107 with a female slide is a lithium battery pack.

[0166] Figure 10In the lower figure, referring to the upper figure, the female slides 109 on both sides of the lithium battery assembly 107 with female slides are inserted from top to bottom into the male slides 108 on the left and right sides of the male slide seat 106 of the lithium battery, and slide down along the male slide 108 until the two battery positive female heads 112 of the lithium battery assembly 107 with female slides are connected to the two battery positive male heads 110 of the male slide seat 106 of the lithium battery, and the two battery negative female heads 113 of the lithium battery assembly 107 with female slides are connected to the two battery negative male heads 111 of the male slide seat 106 of the lithium battery, completing the installation of the lithium battery.

[0167] Figure 11 This is a schematic diagram of the connections of components such as airbags of a tilt-rotor multi-rotor aircraft according to another embodiment of the present invention.

[0168] Figure 11 It consists of the upper and lower pictures. The upper picture is an oblique view and the lower picture is a top view. For the convenience of explanation, some components that block the view are omitted.

[0169] Figure 11 In the above figure, referring to the figure below, the large ESC 115 that controls the rotation speed of the front large motor 15 and the two small ESCs 116 that control the rotation speed of the right front motor 11 and the left front motor 13 are arranged on the top of the fuselage 61 and below the airflow of the front large rotor 5, which is beneficial to the heat dissipation of the large ESC 115 and the two small ESCs 116.

[0170] The large ESC 115 for controlling the rotational speed of the rear large motor 16 and the two small ESCs 116 for controlling the rotational speeds of the right rear motor 14 and the left rear motor 12 are arranged on the top of the fuselage 61 and below the airflow of the rear large rotor 6, which is beneficial to the heat dissipation of the large ESC 115 and the two small ESCs 116.

[0171] Figure 1 The right front small rotor 1, left rear small rotor 2, left front small rotor 3, and right rear small rotor 4 shown are installed above the arm, and can also be installed below the arm. Since the rotors are installed below the arm, the rotating surface of the right front small rotor 1 or the left front small rotor 3 may not overlap or partially overlap with the rotating surface of the front large rotor 5, and the rotating surface of the left rear small rotor 2 or the right rear small rotor 4 may not overlap or partially overlap with the rotating surface of the rear large rotor 6.

[0172] In order to improve the safety of the aircraft, a front airbag 117 is connected to the front of the fuselage 61, a right rear airbag 118 is connected to the right side of the rear of the fuselage 61, a left rear airbag 119 is connected to the left side of the rear of the fuselage 61, and a parachute 120 is connected to the rear of the fuselage 61.

[0173] Figure 11In the figure below, refer to the figure above. When an accident occurs in the air, such as a motor not working, the flight controller shuts down all motors and opens the front airbag 117, the right rear airbag 118 and the left rear airbag 119 at the same time. Under the action of air resistance, the fuselage 61 is forced to land head down. At this time, the parachute 120 at the rear of the fuselage 61 is opened. Since the fuselage 61 is headed down, the rotating surfaces of each rotor are close to vertical, which prevents the rotor from being entangled in the parachute 120 and ensures the aircraft's parachute landing.

[0174] The degree of deflection of the front rocker arm 85 is proportional to the lift difference between the right front rotor 1 and the left front rotor 3. Similarly, the degree of deflection of the rear rocker arm 86 is proportional to the lift difference between the left rear rotor 2 or the right rear rotor 4. In order to prevent the front rocker arm 85 and the rear rocker arm 86 from excessive deflection, a limiter is set on the small tower. Figure 12 .

[0175] Figure 12 1 is a schematic diagram of the connection of a deflection damper of a deflection rotor multi-rotor aircraft according to another embodiment of the present invention.

[0176] Figure 12 In the figure, the right front limit swing rail 121 is set on the right side of the top of the front small tower 45, and the right front limit swing rail damper 121-1 is connected to the right front limit swing rail 121. When the right front rocker arm 51 deflects and contacts the right front limit swing rail damper 121-1, it reaches the maximum deflection angle to the right.

[0177] The left rear limit swing rail 122 is set on the left side of the top of the rear tower 46. The left rear limit swing rail 122 is connected to the left rear limit swing rail damper 122-1. When the left rear rocker arm 52 deflects and contacts the left rear limit swing rail damper 122-1, it reaches the maximum deflection angle to the left.

[0178] The left front swing limit rail 123 is set on the left side of the top of the front small tower 45. The left front swing limit rail 123 is connected to the left front swing limit rail damper 123-1. When the left front rocker arm 53 deflects and contacts the left front swing limit rail damper 123-1, it reaches the maximum deflection angle to the left.

[0179] The right rear limit swing rail 124 is set on the right side of the top of the rear tower 46. The right rear limit swing rail 124 is connected to the right rear limit swing rail damper 124-1. When the right rear rocker arm 54 deflects and contacts the right rear limit swing rail damper 124-1, it reaches the maximum rightward deflection angle.

Claims

The rear small rotor is provided with a plurality of worms, and the rear small rotor is provided with a plurality of worms, and the rear small rotor is provided with a plurality of worms, and the rear small rotor is provided with a plurality of worms. The dimensions of the wings and the left rear small rotor are the same when the throttle is the same, the lift of the rear large rotor and the front large rotor is the same when the throttle is the same, the lift of the right front small rotor, the left front small rotor, the right rear small rotor, and the left rear small rotor is the same when the throttle is the same, the lift of the front large rotor is greater than the total lift of the right front small rotor and the left front small rotor when the throttle is the same, the lift of the rear large rotor is greater than the total lift of the right rear small rotor and the left rear small rotor when the throttle is the same, six electronic speed controllers are connected to six motors, and a flight controller is connected to the six electronic speed controllers. The flight controller controls the output voltage of the electronic speed controllers to change the speed of the motors, driving the lift of the rotors to change, thereby changing the flight attitude of the aircraft. During the process of manipulating the pitch, roll, and heading of the aircraft, the lift of the rear large rotor and the front large rotor remain the same. The rear large rotor and the front large rotor are driven by batteries, and can also be driven by fuel engines to increase the flight time of the aircraft. The top of the front small tower is connected to the front rocker seat, and the front rocker arm hinge axis hinges the front rocker arm on the front rocker arm seat. The front rocker arm hinge axis is parallel to the longitudinal axis of the fuselage, and the front rocker arm can deflect left and right on the front rocker arm seat around the front rocker arm hinge axis. The front rocker arm is composed of a right front rocker arm on the right, a left front rocker arm on the left and a front upper motor seat on the top. The front large motor, the front seesaw flapping assembly (or, a flexible propeller clamp assembly, or a flapping and swinging propeller clamp assembly, etc.), the front large rotor, etc. are connected in sequence to the front upper motor seat, the right front small rotor, the right front motor, the right front motor mounting seat, the right front arm, the right front tube seat, etc. are connected in sequence to the right end of the right front rocker arm, the left front small rotor, the left front motor The fuselage, left front motor mounting seat, left front machine arm, left front tube seat, etc. are sequentially connected to the left end of the left front rocker arm. The degree of deflection of the front rocker arm is proportional to the lift difference between the right front small rotor and the left front small rotor. The return spring is connected to the upper spring hook of the front upper motor seat and the lower spring hook of the front rocker arm seat. When the lift of the right front small rotor and the left front small rotor is equal, the return spring returns the front rocker arm to its initial state and damps the oscillation of the front rocker arm; the top of the rear small tower is connected to the rear rocker arm seat, and the rear rocker arm hinge shaft hinges the rear rocker arm to the rear rocker arm seat. The rear rocker arm hinge shaft is parallel to the longitudinal axis of the fuselage, and the rear rocker arm can deflect left and right on the rear rocker arm seat around the rear rocker arm hinge shaft. The rear rocker arm is composed of the right rear rocker arm, The left rear rocker arm on the left and the rear upper motor seat on the top are composed of the rear large motor, the rear seesaw flapping assembly (or, flexible blade clamp assembly, or, flapping and swinging blade clamp assembly, etc.), the rear large rotor, etc. are connected in sequence to the rear upper motor seat, the right rear small rotor, the right rear motor, the right rear motor mounting seat, the right rear arm, the right rear tube seat, etc. are connected in sequence to the right end of the right rear rocker arm, the left rear small rotor, the left rear motor, the left rear motor mounting seat, the left rear arm, the left rear tube seat, etc. are connected in sequence to the left end of the left rear rocker arm, the degree of deflection of the rear rocker arm is proportional to the lift difference between the right rear small rotor and the left rear small rotor, and the return spring is connected to the upper spring hook of the rear upper motor seat and the rear rocker arm seat. The lower spring hook, when the lift of the right rear small rotor and the left rear small rotor are equal, the return spring returns the rear rocker arm to its initial state and damps the oscillation of the rear rocker arm; the right front arm, left front arm, right rear arm and left rear arm are of the same size; in the process of manipulating the heading of the aircraft, the lift difference between the right front small rotor and the left front small rotor causes the lift of the front large rotor, the right front small rotor and the left front small rotor to be deflected synchronously, and the lift difference between the right rear small rotor and the left rear small rotor causes the lift of the rear large rotor, the right rear small rotor and the left rear small rotor to be deflected synchronously. In addition to using the anti-torque difference of the small rotor to drive the steering, the horizontal component torque of each rotor is also superimposed to drive the steering, thereby enhancing the heading drive capability.

2. The tilt rotor multi-rotor aircraft according to claim 1, characterized in that: In order to improve the safety of the aircraft, the front airbag is connected to the front of the fuselage, the right rear airbag is connected to the right side of the rear fuselage, the left rear airbag is connected to the left side of the rear fuselage, and the parachute is connected to the rear of the fuselage.

Images