Five-axis ducted aircraft and control method thereof

Abstract

The present invention discloses a five-axis ducted aircraft and a control method thereof, which relates to the technical field of aircraft. Three longitudinal ducts are provided in the aircraft casing; a side duct tube is provided on each side of the casing, and the space inside the side duct tube is a transverse duct; a longitudinal motor and a longitudinal propeller are provided in the longitudinal duct, and a transverse motor and a transverse propeller are provided in the transverse duct. The airflow created by the three longitudinal ducts mainly plays the role of balancing the aircraft fuselage and adjusting the fuselage posture; the airflow created by the two transverse ducts mainly plays the role of balancing the fuselage torque, making the aircraft move quickly, turn quickly and brake quickly. The present invention has the functions of adjusting the flight speed under a fixed posture, flying and hovering at any angle, high-speed flying, reverse flying, rapid turning and braking, and realizing flip stunts, and has the advantages of simple and compact structure, easy to implement control method, and high safety.

Description

Technical Field

[0001] The present invention relates to the technical field of aircraft, and in particular to a five-axis ducted aircraft and a control method thereof. Background Art

[0002] Unmanned aerial vehicles can be divided into fixed-wing aircraft, rotary-wing aircraft, and ducted aircraft based on their functions. Common rotary-wing aircraft have single-axis, dual-axis, quad-axis, and hexa-axis structures. The rotating axes of these common types of multi-rotor aircraft are all arranged in parallel. The torque of the fuselage is balanced by the forward and reverse rotation of the motor. The flight direction and speed of the aircraft are controlled by controlling the tilt angle and direction of the fuselage and the speed of the motor. The faster the aircraft flies, the greater the tilt angle of the fuselage. Nowadays, the speed control scheme for multi-rotor aircraft in a horizontal attitude mostly adds horizontal propellers to the tail or both sides of the aircraft. The torque of the fuselage is still balanced by the forward and reverse rotation of the longitudinal propellers. Due to the large number of motors and the significant impact between the airflow generated by the longitudinal and transverse propellers, flight control is difficult to achieve.

[0003] A ducted aircraft is a special aircraft that uses a ducted fan or ducted propeller as the main power system and fuselage structure. Under the same blade diameter, the presence of the duct can effectively utilize the tip slipstream, thereby obtaining greater thrust and power load than independent rotors. The duct can also effectively reduce aerodynamic noise and improve the safety of blade rotation. Currently, the most common ducted aircraft are single-body ducted aircraft. Single-body ducted aircraft rely on only one fan to provide lift and forward power. The adjustment of its direction and the balance of torque are achieved by controlling the angle of the guide vane at the bottom of the duct, which is quite difficult to control the stability of the fuselage. In addition, since the middle casing of traditional multi-rotor aircraft that encloses the battery and control module is mostly a flat structure, and the fuselage of a single-body ducted aircraft is close to spherical, the fuselage will bring greater air resistance.

[0004] Nowadays, there is no aircraft that can adjust its flight speed, flight direction and flight altitude while maintaining a certain flight attitude; the large air resistance of traditional multi-rotor aircraft and single-body ducted aircraft also poses a certain obstacle to high-speed flight. Summary of the Invention

[0005] In order to overcome the defects in the above-mentioned prior art, the present invention provides a five-axis ducted aircraft, which is designed with three longitudinal ducts and two transverse ducts. The airflow generated by the three longitudinal ducts is used to balance the aircraft fuselage and adjust the fuselage posture, and the airflow generated by the two transverse ducts is used to balance the fuselage torque, so that the aircraft can move quickly, turn and brake quickly. Based on this design, it is possible to achieve functions such as adjusting the flight speed under a fixed posture, flying and hovering at any angle, high-speed flight, reverse flight, rapid turning and braking, and flip stunts.

[0006] To achieve the above object, the present invention adopts the following technical solutions, including:

[0007] A five-axis ducted aircraft establishes a three-dimensional coordinate system to represent directions, wherein the Z-axis direction is the direction perpendicular to the horizontal plane; the X-axis direction is the horizontal direction in the horizontal plane; the Y-axis direction is the vertical direction in the horizontal plane, that is, the direction perpendicular to the X-axis in the horizontal plane; the positive direction along the Y-axis is forward, the positive direction along the Z-axis is upward; the positive direction along the X-axis is right; the reverse direction along the Y-axis is backward, the reverse direction along the Z-axis is downward; and the reverse direction along the X-axis is left;

[0008] The aircraft includes: a casing, side ducts, motors, propellers, and a control circuit board;

[0009] The housing is provided with three longitudinal ducts, namely a first longitudinal duct, a second longitudinal duct, and a third longitudinal duct. The three longitudinal ducts are cylindrical in shape and of the same size, and the axes of the three longitudinal ducts are all along the Z-axis direction; the three longitudinal ducts are distributed in a triangular shape around the center of the housing;

[0010] The side ducts include a first side duct and a second side duct, which are respectively arranged on the left and right sides of the casing in a bilaterally symmetrical structure; the interior space of the first side duct is a first transverse duct, and the interior space of the second side duct is a second transverse duct; the two transverse ducts are cylindrical in shape and of the same size, and the axes of the two transverse ducts are both along the Y-axis direction;

[0011] The motor includes three longitudinal motors and two transverse motors; the propeller includes three longitudinal propellers and two transverse propellers; wherein, the three longitudinal motors are coaxially installed in three longitudinal ducts respectively, and the first longitudinal motor installed in the first longitudinal duct is equipped with a first longitudinal propeller; the third longitudinal motor installed in the third longitudinal duct is equipped with a third longitudinal propeller; the second longitudinal motor installed in the second longitudinal duct is equipped with a second longitudinal propeller; the two transverse motors are coaxially installed in two transverse ducts respectively, and the first transverse motor installed in the first transverse duct is equipped with a first transverse propeller; the second transverse motor installed in the second transverse duct is equipped with a second transverse propeller;

[0012] The control circuit board includes a main control chip, and a position sensor, an acceleration sensor, an attitude sensor, and a drive circuit respectively connected to the main control chip; wherein the position sensor, acceleration sensor, and attitude sensor are respectively used to collect the position, acceleration, and attitude information of the aircraft, and send the collected information to the main control chip; the drive circuit includes a control power supply circuit and a motor power supply circuit, the control power supply circuit is respectively connected to the main control chip and the sensor, and the motor power supply circuit is respectively connected to each motor, and the main control chip controls the direction and speed of each motor through the drive circuit.

[0013] Preferably, the casing is an ellipsoidal hollow structure; a guide fillet is provided at the intersection of the longitudinal duct and the casing surface; and a guide fillet is provided at the intersection of the transverse duct and the side duct tube surface.

[0014] Preferably, the aircraft further includes a lithium battery, a counterweight, and a landing gear;

[0015] The lithium battery is used to supply power to the control circuit board and each motor. The lithium battery and the control circuit board are both arranged in the internal space of the casing; the counterweight block is also arranged in the internal space of the casing and is located on the periphery of the internal space of the casing; the landing gear includes two, and the two landing gears are detachably installed on the lower part of the two side ducts.

[0016] Preferably, the length of the side duct pipe is half the length of the casing along the X-axis direction, and the center positions of the two side duct pipes are aligned with the center position of the casing along the X-axis direction; the diameter of the side duct pipe is greater than the maximum length of the casing along the Z-axis direction.

[0017] Preferably, the maximum speed of the transverse motor is greater than the maximum speed of the longitudinal motor.

[0018] Preferably, the second longitudinal propeller is a forward propeller; when the second longitudinal motor rotates forward, the second longitudinal propeller rotates counterclockwise around the Z axis, and the second longitudinal duct generates an airflow in the opposite direction of the Z axis; when the second longitudinal motor rotates reversely, the second longitudinal propeller rotates clockwise around the Z axis, and the second longitudinal duct generates an airflow in the positive direction of the Z axis;

[0019] The first longitudinal propeller and the third longitudinal propeller are both reverse propellers; when the first longitudinal motor and the third longitudinal motor rotate forward, the first longitudinal propeller and the third longitudinal propeller both rotate counterclockwise around the Z axis, and the first longitudinal duct and the third longitudinal duct both generate airflow in the positive direction of the Z axis; when the first longitudinal motor and the third longitudinal motor rotate reversely, the first longitudinal propeller and the third longitudinal propeller both rotate counterclockwise around the Z axis, and the first longitudinal duct and the third longitudinal duct both generate airflow in the reverse direction of the Z axis;

[0020] The first transverse propeller and the second transverse propeller are both positive propellers. When the first transverse motor and the second transverse motor rotate forward, the first transverse propeller and the second transverse propeller rotate counterclockwise around the Y axis, and the first transverse duct and the second transverse duct generate airflow in the opposite direction along the Y axis; when the first transverse motor and the second transverse motor rotate reversely, the first transverse propeller and the second transverse propeller rotate clockwise around the Y axis, and the first transverse duct and the second transverse duct generate airflow in the positive direction along the Y axis.

[0021] The present invention also provides a control method for a five-axis ducted aircraft, which controls the aircraft to adjust the flight speed under a fixed posture, fly and hover at any angle, fly at high speed, fly in the opposite direction, turn and brake quickly, and flip.

[0022] To achieve the above object, the present invention adopts the following technical solutions, including:

[0023] A control method for a five-axis ducted aircraft. Before takeoff, the aircraft is placed horizontally on the ground, with the front of the aircraft facing the positive Y axis, the right side facing the positive X axis, and the top facing the positive Z axis:

[0024] The horizontal flight status of the aircraft includes: take-off, horizontal hovering, horizontal ascent, horizontal descent, horizontal forward movement, horizontal turning, and horizontal braking;

[0025] The horizontal flight control method is as follows:

[0026] Takeoff control: When the main control chip receives the takeoff command, it controls the second longitudinal motor to rotate forward, and the first and third longitudinal motors to rotate reversely. All three longitudinal ducts generate airflow in the opposite direction along the Z axis. When the reaction force generated by the airflow is greater than the weight of the aircraft, the aircraft lifts off the ground and takes off.

[0027] Horizontal hover control: After the aircraft takes off, when the main control chip receives the horizontal hover command, if the aircraft tilts downward toward the position of a certain longitudinal duct, the aircraft fuselage is adjusted to a horizontal state. The main control chip increases the speed of the longitudinal motor in the longitudinal duct and reduces the speed of the longitudinal motors in the other two longitudinal ducts to keep the aircraft fuselage in a horizontal state. If the aircraft fuselage is in a horizontal state, the speeds of the three longitudinal motors are equal, and the fuselage generates a counterclockwise torque around the Z axis. The main control chip controls the first lateral motor to reverse and the second lateral motor to rotate forward, and the two lateral motors have the same speed. At this time, the fuselage generates a clockwise torque around the Z axis to balance the torque of the fuselage around the Z axis so that the total torque of the fuselage around the Z axis is zero, achieving horizontal hovering.

[0028] Horizontal Ascent / Descent Control: When the aircraft is in a horizontal hover, the main control chip receives a horizontal ascent / descent command. It increases / decreases the speed of the three longitudinal motors, increasing / decreasing the airflow in the opposite direction of the Z axis generated by the three longitudinal ducts. The reaction force generated by the airflow is greater / less than the weight of the aircraft. At the same time, the main control chip increases / decreases the speed of the two transverse motors to balance the torque of the aircraft around the Z axis, making the total torque of the aircraft around the Z axis zero, thus achieving horizontal ascent / descent.

[0029] Horizontal steering control: When the aircraft is in a horizontal hovering state, when the main control chip receives a horizontal steering command, the main control chip simultaneously increases the speed of the two lateral motors while ensuring that the speeds of the two lateral motors are the same and the first lateral motor rotates in the reverse direction and the second lateral motor rotates in the forward direction, that is, increases the clockwise torque of the fuselage around the Z axis, causing the aircraft to rotate in the clockwise direction around the Z axis to achieve horizontal steering; or, the main control chip simultaneously reduces the speed of the two lateral motors while ensuring that the speeds of the two lateral motors are the same and the first lateral motor rotates in the reverse direction and the second lateral motor rotates in the forward direction, that is, reduces the clockwise torque of the fuselage around the Z axis, causing the aircraft to rotate in the counterclockwise direction around the Z axis to achieve horizontal steering; or, the main control chip rotates the first lateral motor forward and the second lateral motor reversely, that is, the fuselage generates a counterclockwise torque around the Z axis, causing the aircraft to rotate in the counterclockwise direction around the Z axis to achieve horizontal steering;

[0030] Horizontal forward control: When the aircraft is in a horizontal hovering state, when the main control chip receives a horizontal forward command, the main control chip controls both lateral motors to rotate forward, and the speed of the second lateral motor is greater than that of the first lateral motor. The fuselage generates a clockwise torque around the Z axis to balance the torque of the fuselage around the Z axis. However, at this time, the fuselage will generate a clockwise torque around the Y axis. At this time, the speed of the first longitudinal motor is reduced and the speed of the third longitudinal motor is increased to balance the torque of the fuselage around the Y axis. The attitude sensor obtains the attitude information of the fuselage in real time and uploads it to the main control chip for calculation. The balance of the fuselage torque is achieved by the main control chip dynamically controlling the speed difference between the first and second lateral motors, and the speed difference between the first and third longitudinal motors in real time. Ultimately, the aircraft generates a positive acceleration along the Y axis when the total torque of the fuselage around the Z axis is zero, thereby achieving horizontal forward movement.

[0031] Horizontal Braking Control: When the aircraft is in a horizontal forward motion, the main control chip receives a horizontal braking command and controls the reverse rotation of both lateral motors. The speed of the first lateral motor is greater than that of the second lateral motor, generating a clockwise torque around the Z-axis to balance the torque around the Z-axis. However, the aircraft also generates a counterclockwise torque around the Y-axis. The speed of the first longitudinal motor is increased while the speed of the third longitudinal motor is decreased to balance the torque around the Y-axis. The attitude sensor acquires the aircraft's attitude information in real time and transmits it to the main control chip for calculation. The main control chip dynamically controls the speed differences between the first and second lateral motors, and between the first and third longitudinal motors, to balance the torques. Ultimately, when the total torque around the Z-axis is zero, the aircraft generates an acceleration in the negative direction of the Y-axis to offset the acceleration in the positive direction of the Y-axis, decelerating the aircraft until its speed reaches zero. Horizontal braking is then achieved by switching to horizontal hovering control.

[0032] Preferably, in the control method of horizontal flight, the control of horizontal forward movement and horizontal ascent / descent is combined to realize oblique trajectory flight when the aircraft fuselage is in a horizontal state; the control of horizontal forward movement and horizontal turning is combined to realize arc trajectory flight when the aircraft fuselage is in a horizontal state.

[0033] Preferably, the special flight states of the aircraft include: hovering at any angle, rapid ascent / rapid descent, and flip stunts;

[0034] The special flight control methods are as follows:

[0035] Arbitrary-angle hovering control: When the aircraft is in a horizontal hovering state and the main control chip receives a command to hover in a specific attitude, it reduces the speed of the second longitudinal motor and increases the speed of the first and third longitudinal motors, causing the fuselage to tilt clockwise around the X-axis. At the same time, the main control chip increases the speed of the two transverse motors. The three longitudinal ducts and the two transverse ducts work together to generate an inclined airflow. The component of the reaction force generated by the inclined airflow along the Z-axis is equal to the weight of the aircraft, and the horizontal component of the resultant reaction force is zero. At the same time, the resultant torque of the aircraft around the Z-axis is kept zero, achieving arbitrary-angle hovering.

[0036] Rapid ascent / descent control: When the aircraft is in a horizontal hovering state and the main control chip receives a rapid ascent / descent command, it reduces the speed of the second longitudinal motor and increases the speed of the first and third longitudinal motors, causing the fuselage to tilt clockwise around the X-axis. Simultaneously, the main control chip increases the speed of the two transverse motors and reduces the speed of the three longitudinal motors in real time. The fuselage continues to tilt until the axes of the two transverse ducts are along the Z-axis, at which point the fuselage is in a vertical attitude. While maintaining the vertical attitude of the fuselage, the speed of the two transverse motors is increased. If both transverse ducts generate airflow in the opposite direction of the Z-axis, rapid ascent is achieved. If both transverse ducts generate airflow in the positive direction of the Z-axis, rapid descent is achieved. The maximum speed of the transverse motor is greater than the maximum speed of the longitudinal motor.

[0037] Flip stunt control: When the aircraft is in a horizontal hovering state, when the main control chip receives a flip stunt command, the main control chip reverses the direction of one of the longitudinal motors and increases the speed of the other two longitudinal motors. At the same time, it dynamically adjusts the speed of the two lateral motors to make the fuselage flip horizontally. After the fuselage flips to the set angle, it switches to horizontal hovering control to achieve a flip stunt.

[0038] Preferably, in the control method of special flight, the control methods of hovering at any angle and moving forward horizontally are combined to achieve flight at any angle.

[0039] The advantages of the present invention are:

[0040] (1) The present invention is designed with three longitudinal ducts and two transverse ducts, and a motor equipped with a propeller is coaxially installed in each duct. The airflow generated by the three longitudinal ducts is used to balance the aircraft fuselage and adjust the fuselage attitude. The airflow generated by the two transverse ducts is used to balance the torque generated by the longitudinal motors. By controlling the rotation speed of the five motors, the attitude of the fuselage can be adjusted under the condition of stable resultant torque. Therefore, the present invention can realize the functions of adjusting flight speed at a fixed attitude, flying and hovering at any angle, high-speed flight, reverse flight, rapid steering and braking, and flip stunts with only five motors.

[0041] (2) The three longitudinal ducts of the present invention are designed inside the ellipsoidal casing, and the upper and lower intersections of the longitudinal ducts and the casing are provided with guide fillets. This design can ensure the compactness of the body structure while enhancing the propulsion force of the airflow.

[0042] (3) The overall housing of the present invention is an ellipsoidal surface, and the main windward surface at the front and the secondary windward surface at the rear are streamlined curved surfaces, which can effectively reduce air resistance. Since the transverse duct adopts a longer duct design, it can effectively reduce the impact of airflow between the transverse duct and the longitudinal duct while generating a stronger propulsion force. In addition, because two high-speed motors are installed in the transverse duct, the aircraft can achieve high-speed flight in both forward and backward directions. When the present invention adjusts its attitude to a vertical state of the transverse duct, it can achieve high-speed ascent and high-speed descent.

[0043] (4) The propellers of the present invention are all designed inside the duct, which also improves the collision resistance and safety of the fuselage.

[0044] (5) The airflow created by the three longitudinal ducts of the present invention plays a role in balancing the fuselage of the aircraft and adjusting the fuselage posture, and the airflow created by the two transverse ducts plays a role in balancing the fuselage torque, enabling the aircraft to move quickly, turn quickly and brake. The two have their own functions. Since the reaction forces generated by the airflows created by the longitudinal ducts and the transverse ducts are in a spatially orthogonal relationship and the number of motors is relatively small, the flight control algorithm is easier to implement.

[0045] (6) If the various devices such as cameras installed on existing aircraft need to adjust the shooting angle, it is often necessary to install an additional electric multi-angle adjustment frame, which increases the design cost. Since the aircraft of the present invention has the functions of adjusting the flight speed under a fixed posture, flying and hovering at any angle, high-speed flight, reverse flight, rapid steering and braking, and realizing flip stunts, when the aircraft is equipped with equipment that requires angle control, there is no need to install an additional multi-angle adjustment frame.

[0046] (7) Since the five-axis ducted aircraft of the present invention can realize functions such as acceleration, deceleration and steering in a horizontal posture, when this type of aircraft is used for manned transportation, it will provide a good driving experience at different flight speeds and flight states; when transporting valuable goods, it is also safer and more stable than other types of multi-axis aircraft.

[0047] (8) The present invention provides a five-axis ducted aircraft and a control method thereof, aiming to design an aircraft with flexible and diverse flight postures, high flight speed, simple and compact structure, fewer motors, easy-to-implement control algorithm, and high safety. BRIEF DESCRIPTION OF THE DRAWINGS

[0048] Figure 1 It is an axonometric diagram of a five-axis ducted aircraft provided by an embodiment of the present invention.

[0049] Figure 2 This is a top view of a five-axis ducted aircraft provided by an embodiment of the present invention.

[0050] Figure 3 This is a front view of a five-axis ducted aircraft provided by an embodiment of the present invention.

[0051] Figure 4 It is a side view of a five-axis ducted aircraft provided by an embodiment of the present invention.

[0052] Figure 5 It is a top-down cross-sectional view of a five-axis ducted aircraft provided by an embodiment of the present invention.

[0053] Figure 6 It is a side sectional view of a five-axis ducted aircraft provided by an embodiment of the present invention.

[0054] Figure 7 This is a control principle diagram of a five-axis ducted aircraft provided by an embodiment of the present invention.

[0055] Description of reference numerals:

[0056] 1-first longitudinal duct, 2-second longitudinal duct, 3-third longitudinal duct, 4-second transverse duct, 5-landing gear, 6-first transverse duct, 7-second longitudinal propeller, 8-upper casing, 9-second side duct, 10-third longitudinal propeller, 11-first longitudinal propeller, 12-first side duct, 13-second transverse propeller, 14-lower casing, 15-first transverse propeller, 16-main windward surface, 17-second windward surface, 18-second longitudinal motor, 19-lithium battery, 20-second transverse motor, 21-third longitudinal motor, 22-control circuit board, 23-counterweight, 24-first longitudinal motor, 25-first transverse motor. DETAILED DESCRIPTION

[0057] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of the present invention.

[0058] Depend on Figure 1-6 As shown, this embodiment provides a five-axis ducted aircraft, including: a casing, side ducts, a motor, a propeller, a control circuit board 22, a lithium battery 19, a counterweight 23 and a landing gear 5.

[0059] In this embodiment, a three-dimensional coordinate system is established to represent the direction, such as Figure 1 As shown, the Z-axis direction is the direction perpendicular to the horizontal plane; the X-axis direction is the horizontal direction in the horizontal plane; the Y-axis direction is the vertical direction in the horizontal plane, that is, the direction perpendicular to the X-axis in the horizontal plane; the positive direction along the Y-axis is forward, the positive direction along the Z-axis is upward; the positive direction along the X-axis is right; the reverse direction along the Y-axis is backward, the reverse direction along the Z-axis is downward; and the reverse direction along the X-axis is left.

[0060] The casing is composed of an upper casing 8 and a lower casing 14. Both the upper casing 8 and the lower casing 14 are hollow structures. The upper casing 8 and the lower casing 14 are fixed with screws and snaps. After the assembled assembly, the casing has an ellipsoidal shape, and the main windward surface 16 at the front of the casing and the secondary windward surface 17 at the rear of the casing are both streamlined curved surfaces.

[0061] Three longitudinal ducts are opened on the casing, namely the first longitudinal duct 1, the second longitudinal duct 2, and the third longitudinal duct 3. The three longitudinal ducts are cylindrical in shape and of the same size, and the axial direction of the longitudinal duct is along the Z-axis direction, and a guide fillet is provided at the intersection with the upper casing 8 and the lower casing 14; wherein, the three longitudinal ducts are distributed in a triangular shape around the center of the casing, with two at the front and one at the rear, the first longitudinal duct 1 is located at the left front of the casing, the second longitudinal duct 2 is located at the rear of the casing, and the third longitudinal duct 3 is located at the right front of the casing.

[0062] The side ducts include a first side duct 12 and a second side duct 9. The first side duct 12 is located on the left side of the housing, while the second side duct 9 is located on the right side. They are bilaterally symmetrical and have cylindrical exteriors. The side ducts are approximately half the length of the housing along its long axis, or X-axis. The centers of the two side ducts are aligned with the center of the housing along the X-axis. The side ducts are embedded within the housing for a certain distance and fixed to its sides. Their diameters are greater than the maximum length of the housing along the Z-axis.

[0063] The internal space of the first side duct 12 is the first transverse duct 6, and the internal space of the second side duct 9 is the second transverse duct 4; the first transverse duct 6 and the second transverse duct 4 are cylindrical in shape with diversion fillets, and the axial direction of the transverse duct is along the Y-axis direction.

[0064] There are five motors in total, namely three longitudinal motors and two transverse motors; the maximum speed of the transverse motor is greater than the maximum speed of the longitudinal motor, wherein the longitudinal motor is a high-speed motor and the transverse motor is an ultra-high-speed motor; there are five propellers in total, namely three longitudinal propellers and two transverse propellers.

[0065] The three longitudinal motors are coaxially installed in the three longitudinal ducts respectively. The longitudinal motor installed in the first longitudinal duct 1 is the first longitudinal motor 24, and the first longitudinal propeller 11 is installed on the first longitudinal motor 24; the longitudinal motor installed in the third longitudinal duct 3 is the third longitudinal motor 21, and the third longitudinal propeller 10 is installed on the third longitudinal motor 21; the longitudinal motor installed in the second longitudinal duct 2 is the second longitudinal motor 18, and the second longitudinal propeller 7 is installed on the second longitudinal motor 18.

[0066] The two transverse motors are coaxially installed in the two transverse ducts respectively. The transverse motor installed in the first transverse duct 6 is the first transverse motor 25, and the first transverse propeller 15 is installed on the first transverse motor 25; the transverse motor installed in the second transverse duct 4 is the second transverse motor 20, and the second transverse propeller 13 is installed on the second transverse motor 20.

[0067] Depend on Figure 7 As shown, the control circuit board 22 is composed of a main control chip, a position sensor, an acceleration sensor, an attitude sensor and a drive circuit; the position sensor, acceleration sensor and attitude sensor are used to collect the position, acceleration and attitude information of the aircraft respectively, and send the collected information to the main control chip; the drive circuit includes a control power supply circuit and a motor power supply circuit, the control power supply circuit is respectively connected to the main control chip and the sensor, and the motor power supply circuit is respectively connected to each motor, and the main control chip controls the direction and speed of each motor through the drive circuit.

[0068] Depend on Figure 5 As shown, the control circuit board 22 is mounted in the front portion of the interior of the housing. The lithium battery 19, used to power the control circuit board 22 and the various motors, is mounted in the left and right rear portions of the interior of the housing. The counterweight 23 is mounted on the periphery of the interior of the housing. There are two landing gears 5, each detachably mounted to the lower portion of the two side ducts.

[0069] The flight control of the entire aircraft is achieved by the rotation speed and direction of the five propellers: the first longitudinal propeller 11 , the third longitudinal propeller 10 , the second longitudinal propeller 7 , the first transverse propeller 15 and the second transverse propeller 13 .

[0070] The second longitudinal propeller 7 is a positive propeller; when the second longitudinal motor 18 rotates forward, the second longitudinal propeller 7 rotates counterclockwise around the Z axis, that is, along the Figure 1 When the second longitudinal motor 18 rotates in the direction c shown, the second longitudinal duct 2 generates an airflow in the opposite direction along the Z axis; when the second longitudinal motor 18 is reversed, the second longitudinal propeller 7 rotates in the clockwise direction around the Z axis, that is, along the direction shown in FIG. Figure 1 In the reverse rotation of the direction c shown, the second longitudinal duct 2 generates an airflow in the positive direction along the Z axis;

[0071] The first longitudinal propeller 11 and the third longitudinal propeller 10 are both reverse propellers; when the first longitudinal motor 24 and the third longitudinal motor 21 rotate forward, the first longitudinal propeller 11 and the third longitudinal propeller 10 rotate counterclockwise around the Z axis, that is, along the direction shown in FIG. Figure 1 When the first longitudinal motor 24 and the third longitudinal motor 21 are reversed, the first longitudinal propeller 11 and the third longitudinal propeller 10 rotate in the opposite direction around the Z axis in the counterclockwise direction, that is, in the direction shown in FIG. Figure 1 When rotating in the direction c shown, the first longitudinal duct 1 and the third longitudinal duct 3 both generate airflow in opposite directions along the Z axis;

[0072] The first transverse propeller 15 and the second transverse propeller 13 are both positive propellers. When the first transverse motor 25 and the second transverse motor 20 rotate forward, that is, along the Figure 1 When the first transverse motor 25 and the second transverse motor 20 rotate in the reverse direction, the first transverse propeller 15 and the second transverse propeller 13 rotate in the counterclockwise direction around the Y axis, and the first transverse duct 6 and the second transverse duct 4 generate airflow in the opposite direction along the Y axis; when the first transverse motor 25 and the second transverse motor 20 rotate in the reverse direction, the first transverse propeller 15 and the second transverse propeller 13 rotate in the clockwise direction around the Y axis, that is, along the direction shown in FIG. Figure 1 In the reverse rotation direction b shown, both the first transverse duct 6 and the second transverse duct 4 generate airflow in the positive direction along the Y axis.

[0073] The functions of the five ducts, namely the first longitudinal duct 1, the third longitudinal duct 3, the second longitudinal duct 2, the first transverse duct 6 and the second transverse duct 4, are to enhance the propulsion of the airflow, reduce the mutual influence between the airflows generated by each propeller, reduce the influence of external airflow and increase safety.

[0074] This embodiment provides a control method for a five-axis ducted aircraft, including a control method for horizontal flight and a control method for special flight. Various flight states are achieved by controlling the different speeds and directions of the five propellers by the control circuit board 22.

[0075] In this embodiment, the aircraft is placed horizontally on the ground before takeoff, with the front of the aircraft facing the positive direction of the Y axis, the right side facing the positive direction of the X axis, and the top facing the positive direction of the Z axis.

[0076] The horizontal flight states of the aircraft include: take-off, horizontal hovering, horizontal ascent, horizontal descent, horizontal forward movement, horizontal turning, and horizontal braking.

[0077] In this embodiment, the control method for horizontal flight is specifically as follows:

[0078] When the main control chip receives the take-off command, the position sensor records the current position information and transfers it to the main control chip. The main control chip controls the rotation of three high-speed motors equipped with longitudinal propellers. In this embodiment, the rear second longitudinal motor 18 rotates in direction c, and the first longitudinal motor 24 and the third longitudinal motor 21 rotate in the opposite direction of direction c. The three longitudinal ducts blow out airflow in the opposite direction of the Z axis. When the reaction force generated by the downward airflow is greater than the weight of the fuselage, the aircraft leaves the ground and takes off.

[0079] The aircraft is in the state it has been in for some time after takeoff. When the main control chip receives the command to hover horizontally, the attitude sensor transmits the attitude information of the aircraft to the main control chip, and the position sensor transmits the position information of the aircraft to the main control chip. In this embodiment, if the aircraft tilts downward toward the position of the second longitudinal duct 2, the speed of the second longitudinal motor 18 is appropriately increased and the speed of the first longitudinal motor 24 and the third longitudinal motor 21 is appropriately reduced, so that the aircraft fuselage is in a horizontal state and the speeds of the three longitudinal motors are dynamically adjusted in real time. At this time, the speeds of the three longitudinal motors are approximately equal. Because one of the three longitudinal motors rotates in direction c and the other two rotate in the opposite direction, the fuselage generates a combined torque in direction c, causing it to rotate about the Z axis in direction c. At this point, the main control chip controls the rotation of the two transverse motors equipped with transverse propellers. The first transverse motor 25 rotates in the opposite direction b, while the second transverse motor 20 rotates in direction b. The two motors rotate at the same speed but in opposite directions. Airflow is blown out of the first transverse duct 6 in the positive direction of the Y axis, while airflow is blown out of the second transverse duct 4 in the opposite direction of the Y axis, causing the fuselage to generate thrust in the opposite direction of c. This balances the fuselage's torque while ensuring that the combined torque is zero, slowing the fuselage's rotation along the Z axis until it stops. The five motors continue to adjust their speeds in a steady state to maintain a stable attitude and position, thereby achieving horizontal hovering.

[0080] For example, when the aircraft is in horizontal hover, the main control chip receives a command to ascend or descend horizontally. It receives signals from the attitude and position sensors in real time and dynamically increases or decreases the speed of the three longitudinal motors, ensuring that the downward airflow from the three longitudinal ducts is greater than or less than the weight of the aircraft. It also dynamically increases or decreases the speed of the two lateral motors to balance the fuselage's torque, allowing the aircraft to smoothly move in the forward or reverse direction along the Z axis, achieving horizontal ascent or descent. Signals from the accelerometer are transmitted to the main control chip in real time to assist in adjusting the aircraft's ascent or descent speed and acceleration.

[0081] For example, when the aircraft is in horizontal hover, after receiving a command to advance horizontally, the main control chip receives signals from the attitude sensor and position sensor in real time. The main control chip controls the first lateral motor 25 to reverse its rotation while simultaneously increasing the speed of the second lateral motor 20, causing both motors to rotate in direction b. The speed of the second lateral motor 20 is greater than that of the first lateral motor 25. The main control chip then dynamically controls the speeds of the three longitudinal motors, generating positive acceleration along the Y-axis while maintaining a zero net torque, enabling the aircraft to advance horizontally in a horizontal attitude. The acceleration sensor signals are transmitted to the main control chip in real time, assisting in regulating the aircraft's forward speed and acceleration.

[0082] Taking the aircraft's current state as a horizontal hover, for example, when the main control chip receives a command for a horizontal turn, it receives signals from the attitude sensor and position sensor in real time. The main control chip simultaneously increases the speed of the two longitudinal motors, ensuring that they rotate at the same speed and in opposite directions. This causes the aircraft to generate a net torque in the opposite direction of c while the net torque is zero, thereby rotating about the Z axis in the opposite direction of c. Alternatively, the main control chip simultaneously decreases or decreases the speed of the two longitudinal motors while ensuring that they rotate at the same speed and in opposite directions, and dynamically controls the speeds of the three lateral motors. This causes the aircraft to generate a net torque in the positive direction of c while the net torque is zero, thereby rotating about the Z axis in the positive direction of c. This achieves horizontal turn behavior. Alternatively, the main control chip simultaneously reverses the direction of the two longitudinal motors while ensuring that they rotate at the same speed and in opposite directions, and dynamically controls the speeds of the three lateral motors. This causes the aircraft to generate a net torque in the positive direction of c while the net torque is zero, thereby rotating about the Z axis in the positive direction of c. This achieves horizontal turn behavior.

[0083] Taking the aircraft's current state as a horizontal forward state as an example, when the main control chip receives the horizontal braking command, the main control chip receives signals from the attitude sensor, position sensor and acceleration sensor in real time, and the main control chip simultaneously controls the two longitudinal reversals, so that the first longitudinal motor 24 and the second longitudinal motor 18 both rotate in the opposite direction of direction b, and the speed of the first longitudinal motor 25 is greater than the speed of the second longitudinal motor 20. Then, the speed of the three lateral motors is dynamically controlled, so that the aircraft generates acceleration in the opposite direction of the Y axis when the resultant torque is zero. When the aircraft gradually decelerates to zero, the control method of horizontal hovering is used to achieve horizontal braking behavior.

[0084] In the control of horizontal flight, the combination of horizontal forward and horizontal ascent / descent control methods can also produce the effect of oblique trajectory flight while maintaining the horizontal posture of the fuselage. That is, when the aircraft is in a horizontal forward state, the speed of the two lateral motors is dynamically controlled while simultaneously increasing or decreasing the speed of the three longitudinal motors, so that the fuselage generates a resultant force in any vector direction composed of the positive and negative directions of the Z axis and the positive direction of the Y axis when the resultant torque is zero, thereby achieving the effect of oblique flight while maintaining the horizontal posture of the fuselage.

[0085] In the control of horizontal flight, the combination of the above-mentioned horizontal forward and horizontal steering control methods can also produce the effect of arc trajectory flight while maintaining the horizontal posture of the fuselage. That is, in the horizontal forward state, while ensuring that the speeds of the two lateral motors are the same and the directions are opposite, the speeds of the two lateral motors are increased or reversed at the same time, so that the fuselage generates a reverse or positive resultant torque along the direction c while having a positive resultant force along the Y axis, thereby making the aircraft produce the effect of arc trajectory flight while maintaining the horizontal posture of the fuselage.

[0086] The special flight states of the aircraft include: hovering at any angle, rapid ascent / rapid descent, and flip stunts.

[0087] In this embodiment, the control method of special flight is specifically as follows:

[0088] Taking the aircraft as an example of a horizontal hovering state at this time, when the main control chip receives a command to hover at a specific angle, in this embodiment, the horizontal duct axis and the Y axis are in the same direction as shown in FIG. Figure 1Taking the posture with a 45° angle in direction a as shown as an example, the main control chip receives signals from the posture sensor and the position sensor in real time. The main control chip reduces the speed of the second longitudinal motor 18 and increases the speed of the first longitudinal high-speed motor 24 and the third longitudinal motor 21. While the fuselage is tilting, the speed of the two transverse motors is slowly increased, so that the five ducts jointly generate an oblique downward airflow. The main controller dynamically adjusts the speed of the five motors so that the vertical component of the reaction force of the resultant force generated by the three longitudinal ducts and the two transverse ducts is equal to the weight of the fuselage, and the horizontal component of the reaction force of the resultant force is equal to zero. At the same time, the resultant torque of the fuselage is kept zero. The posture sensor continuously feeds back posture signals to the main controller. When the fuselage slowly tilts to the point where the transverse duct axis and the Y-axis form a 45° angle in direction a, the main controller dynamically controls the speed of the five motors to keep the fuselage posture stable, thereby achieving hovering behavior in the posture with a 45° angle between the transverse duct axis and the Y-axis in direction a.

[0089] Taking the aircraft's current horizontal hovering state as an example, when the main control chip receives a rapid ascent / rapid descent command, it receives signals from the attitude sensor and position sensor in real time. The main control chip reduces the speed of the second longitudinal motor 18 and increases the speed of the first longitudinal high-speed motor 24 and the third longitudinal motor 21. As the fuselage tilts, the main control chip slowly increases the speed of the two transverse motors and reduces the speed of the three longitudinal motors in real time until the axis of the transverse duct aligns with the Z axis. The main control chip then controls the speed of the three longitudinal motors to maintain the aircraft's vertical attitude while increasing the speed of the two transverse motors. When the airflow generated by the two transverse ducts is directed downward along the Z axis, the aircraft is in a rapid ascent state. When the airflow generated by the two transverse ducts is directed upward along the Z axis, the aircraft is in a rapid descent state. Because the windward side of the fuselage is streamlined and the two transverse motors have high speeds, when the axis of the transverse duct aligns with the Z axis, the fuselage can achieve a very fast ascent or descent, thus achieving rapid ascent or descent.

[0090] Taking the aircraft's current state as a horizontal hover as an example, when the main control chip receives a command for a forward-backward flip, in this embodiment, the main control chip receives signals from the attitude sensor and position sensor in real time. The main control chip reverses the direction of the first longitudinal motor 24 and dynamically increases the speed of the other two longitudinal motors. Simultaneously, the speed of the two transverse motors is dynamically controlled, ensuring that the aircraft generates a larger total torque in the opposite direction of direction a while maintaining zero total torque. When the aircraft rapidly flips 180° or 360°, the control method switches to horizontal hovering, thereby achieving the flip stunt. The flip direction is controlled by adjusting the speed and direction of the three high-speed motors.

[0091] In the control of special flight, the combination of the above-mentioned control methods of horizontal forward movement and hovering at any angle can also achieve the effect of flying at any angle. That is, when the aircraft is hovering in a certain posture, the speed of the five motors is dynamically controlled so that the aircraft can generate a resultant force in a specified direction while maintaining the posture unchanged, thereby achieving the effect of flying at any angle.

Claims

1. A five-axis ducted aircraft, characterized in that: A three-dimensional coordinate system is established to represent directions, where the Z-axis direction is perpendicular to the horizontal plane; the X-axis direction is the horizontal direction in the horizontal plane; the Y-axis direction is the vertical direction in the horizontal plane, that is, the direction perpendicular to the X-axis in the horizontal plane; the positive direction along the Y-axis is forward, the positive direction along the Z-axis is up; the positive direction along the X-axis is right; the reverse direction along the Y-axis is backward, the reverse direction along the Z-axis is down; and the reverse direction along the X-axis is left; The aircraft comprises: a casing, a side duct, a motor, a propeller, and a control circuit board (22); The housing is provided with three longitudinal ducts, namely a first longitudinal duct (1), a second longitudinal duct (2), and a third longitudinal duct (3). The three longitudinal ducts are cylindrical in shape and of the same size, and the axes of the three longitudinal ducts are all along the Z-axis direction; the three longitudinal ducts are distributed in a triangular shape around the center of the housing; The side duct pipes include a first side duct pipe (12) and a second side duct pipe (9), which are respectively arranged on the left and right sides of the casing to form a left-right symmetrical structure; the internal space of the first side duct pipe (12) is a first transverse duct (6), and the internal space of the second side duct pipe (9) is a second transverse duct (4); the two transverse ducts are cylindrical in shape and of the same size, and the axial directions of the two transverse ducts are both along the Y-axis direction; The motor comprises three longitudinal motors and two transverse motors; the propeller comprises three longitudinal propellers and two transverse propellers; wherein the three longitudinal motors are coaxially mounted in the three longitudinal ducts respectively, the first longitudinal motor (24) mounted in the first longitudinal duct (1) is mounted with a first longitudinal propeller (11); the third longitudinal motor (21) mounted in the third longitudinal duct (3) is mounted with a third longitudinal propeller (10); the second longitudinal motor (18) mounted in the second longitudinal duct (2) is mounted with a second longitudinal propeller (7); the two transverse motors are coaxially mounted in the two transverse ducts respectively, the first transverse motor (25) mounted in the first transverse duct (6) is mounted with a first transverse propeller (15); the second transverse motor (20) mounted in the second transverse duct (4) is mounted with a second transverse propeller (13); The control circuit board (22) includes a main control chip, and a position sensor, an acceleration sensor, an attitude sensor, and a drive circuit respectively connected to the main control chip; wherein the position sensor, the acceleration sensor, and the attitude sensor are respectively used to collect the position, acceleration, and attitude information of the aircraft, and send the collected information to the main control chip; the drive circuit includes a control power supply circuit and a motor power supply circuit, the control power supply circuit is respectively connected to the main control chip and the sensor, the motor power supply circuit is respectively connected to each motor, and the main control chip controls the direction and speed of each motor respectively through the drive circuit; The second longitudinal propeller (7) is a forward propeller; when the second longitudinal motor (18) rotates forward, the second longitudinal propeller (7) rotates counterclockwise around the Z axis, and the second longitudinal duct (2) generates an airflow in the opposite direction along the Z axis; when the second longitudinal motor (18) rotates reversely, the second longitudinal propeller (7) rotates clockwise around the Z axis, and the second longitudinal duct (2) generates an airflow in the positive direction along the Z axis; The first longitudinal propeller (11) and the third longitudinal propeller (10) are both reverse propellers; when the first longitudinal motor (24) and the third longitudinal motor (21) rotate forward, the first longitudinal propeller (11) and the third longitudinal propeller (10) both rotate counterclockwise around the Z axis, and the first longitudinal duct (1) and the third longitudinal duct (3) both generate airflow in the positive direction of the Z axis; when the first longitudinal motor (24) and the third longitudinal motor (21) rotate reversely, the first longitudinal propeller (11) and the third longitudinal propeller (10) both rotate counterclockwise around the Z axis, and the first longitudinal duct (1) and the third longitudinal duct (3) both generate airflow in the reverse direction of the Z axis; The first transverse propeller (15) and the second transverse propeller (13) are both positive propellers. When the first transverse motor (25) and the second transverse motor (20) rotate forward, the first transverse propeller (15) and the second transverse propeller (13) rotate counterclockwise around the Y axis, and the first transverse duct (6) and the second transverse duct (4) generate airflow in the opposite direction along the Y axis; when the first transverse motor (25) and the second transverse motor (20) rotate reversely, the first transverse propeller (15) and the second transverse propeller (13) rotate clockwise around the Y axis, and the first transverse duct (6) and the second transverse duct (4) generate airflow in the positive direction along the Y axis.

2. A five-axis ducted aircraft according to claim 1, characterized in that: The casing is an ellipsoidal hollow structure; a flow guide fillet is provided at the intersection of the longitudinal duct and the casing surface; a flow guide fillet is provided at the intersection of the transverse duct and the side duct pipe surface.

3. The five-axis ducted aircraft according to claim 1, characterized in that: The aircraft also includes a lithium battery (19), a counterweight (23), and a landing gear (5); The lithium battery (19) is used to supply power to the control circuit board (22) and each motor, and the lithium battery (19) and the control circuit board (22) are both arranged in the internal space of the casing; the counterweight (23) is also arranged in the internal space of the casing and is located on the periphery of the internal space of the casing; the landing gear (5) includes two, and the two landing gears (5) are respectively detachably installed at the lower parts of the two side ducts.

4. The five-axis ducted aircraft according to claim 1, characterized in that: The length of the side duct pipe is half of the length of the casing along the X-axis direction, and the center positions of the two side duct pipes are aligned with the center position of the casing along the X-axis direction; the diameter of the side duct pipe is greater than the maximum length of the casing along the Z-axis direction.

5. The five-axis ducted aircraft according to claim 1, characterized in that: The maximum rotation speed of the transverse motor is greater than the maximum rotation speed of the longitudinal motor.

6. A control method for a five-axis ducted aircraft according to claim 1, characterized in that: The aircraft's posture before takeoff is horizontally placed on the ground, with the front of the aircraft facing the positive Y axis, the right side facing the positive X axis, and the top facing the positive Z axis: The horizontal flight status of the aircraft includes: take-off, horizontal hovering, horizontal ascent, horizontal descent, horizontal forward movement, horizontal turning, and horizontal braking; The horizontal flight control method is as follows: Takeoff control: When the main control chip receives the takeoff command, the main control chip controls the second longitudinal motor (18) to rotate forward, the first longitudinal motor (24) and the third longitudinal motor (21) to rotate reversely, and the three longitudinal ducts all generate airflow in the opposite direction along the Z axis. When the reaction force generated by the airflow is greater than the weight of the fuselage, the aircraft leaves the ground and takes off; Horizontal hovering control: after the aircraft takes off, when the main control chip receives the horizontal hovering instruction, if the aircraft tilts downward toward the position of a longitudinal duct, the aircraft fuselage is adjusted to a horizontal state, the main control chip increases the speed of the longitudinal motor in the longitudinal duct, and reduces the speed of the longitudinal motors in the other two longitudinal ducts, so that the aircraft fuselage is in a horizontal state; if the aircraft fuselage is in a horizontal state, the speeds of the three longitudinal motors are equal at this time, and the fuselage generates a torque in the counterclockwise direction around the Z axis; the main control chip controls the first transverse motor (25) to reverse and the second transverse motor (20) to forward, and the two transverse motors have the same speed, and the fuselage generates a torque in the clockwise direction around the Z axis, which is used to balance the torque of the fuselage around the Z axis so that the resultant torque of the fuselage around the Z axis is zero, thereby achieving horizontal hovering; Horizontal Ascent / Descent Control: When the aircraft is in a horizontal hover, the main control chip receives a horizontal ascent / descent command. It increases / decreases the speed of the three longitudinal motors, increasing / decreasing the airflow in the opposite direction of the Z axis generated by the three longitudinal ducts. The reaction force generated by the airflow is greater / less than the weight of the aircraft. At the same time, the main control chip increases / decreases the speed of the two transverse motors to balance the torque of the aircraft around the Z axis, making the total torque of the aircraft around the Z axis zero, thus achieving horizontal ascent / descent. Horizontal steering control: when the aircraft is in a horizontal hovering state, after the main control chip receives a horizontal steering instruction, the main control chip simultaneously increases the speed of the two lateral motors under the premise of ensuring that the speeds of the two lateral motors are the same and the first lateral motor (25) rotates in reverse and the second lateral motor (20) rotates in the forward direction, that is, increases the torque of the fuselage in the clockwise direction around the Z axis, so that the aircraft rotates in the clockwise direction around the Z axis, thereby achieving horizontal steering; or, the main control chip simultaneously reduces the speed of the two lateral motors under the premise of ensuring that the speeds of the two lateral motors are the same and the first lateral motor (25) rotates in the reverse direction and the second lateral motor (20) rotates in the forward direction, so that the fuselage generates a torque in the counterclockwise direction around the Z axis, so that the aircraft rotates in the counterclockwise direction around the Z axis, thereby achieving horizontal steering; or, the main control chip rotates the first lateral motor (25) in the forward direction and the second lateral motor (20) in the reverse direction, so that the fuselage generates a torque in the counterclockwise direction around the Z axis, so that the aircraft rotates in the counterclockwise direction around the Z axis, thereby achieving horizontal steering; Horizontal forward control: when the aircraft is in a horizontal hovering state, after the main control chip receives the instruction to move forward horizontally, the main control chip controls both lateral motors to rotate forward, and the speed of the second lateral motor (20) is greater than the speed of the first lateral motor (25), and the fuselage generates a clockwise moment around the Z axis to balance the fuselage torque around the Z axis. However, at this time, the fuselage generates a clockwise moment around the Y axis. At this time, the speed of the first longitudinal motor (24) is reduced and the speed of the third longitudinal motor (21) is increased to balance the fuselage torque around the Y axis. The attitude sensor obtains the attitude information of the fuselage in real time and uploads it to the main control chip for calculation. The balance of the fuselage torque is achieved by the main control chip dynamically controlling the speed difference between the first lateral motor (25) and the second lateral motor (20), and the speed difference between the first longitudinal motor (24) and the third longitudinal motor (21) in real time. Finally, the aircraft generates an acceleration along the positive direction of the Y axis when the resultant torque of the fuselage around the Z axis is zero, thereby achieving horizontal forward movement. Horizontal braking control: When the aircraft is in a horizontal forward state, when the main control chip receives the horizontal braking command, the main control chip controls the two lateral motors to reverse, and the speed of the first lateral motor (25) is greater than the speed of the second lateral motor (20), the fuselage generates a clockwise torque around the Z axis to balance the torque of the fuselage around the Z axis, but at this time the fuselage will generate a counterclockwise torque around the Y axis, at this time the speed of the first longitudinal motor (24) is increased while the speed of the third longitudinal motor (21) is reduced to balance the force of the fuselage around the Y axis. The attitude sensor acquires the attitude information of the fuselage in real time and uploads it to the main control chip for calculation. The balance of the fuselage torque is achieved by the main control chip dynamically controlling the speed difference between the first transverse motor (25) and the second transverse motor (20), and the speed difference between the first longitudinal motor (24) and the third longitudinal motor (21) in real time. Finally, the aircraft generates an acceleration in the reverse direction of the Y axis when the resultant torque of the fuselage around the Z axis is zero, which is used to offset the acceleration in the positive direction of the Y axis and decelerate the aircraft until the speed is zero. The aircraft then switches to horizontal hovering control to achieve horizontal braking.

7. The control method of a five-axis ducted aircraft according to claim 6, characterized in that: In the control method of horizontal flight, the control of horizontal forward movement and horizontal ascent / descent is combined to realize oblique trajectory flight when the aircraft fuselage is in a horizontal state; the control of horizontal forward movement and horizontal turning is combined to realize arc trajectory flight when the aircraft fuselage is in a horizontal state.

8. The control method of a five-axis ducted aircraft according to claim 6, characterized in that: The special flight states of the aircraft include: hovering at any angle, rapid ascent / rapid descent, and flip stunts; The special flight control methods are as follows: Arbitrary angle hovering control: When the aircraft is in a horizontal hovering state, when the main control chip receives a command for hovering in a specific posture, the main control chip reduces the rotation speed of the second longitudinal motor (18) and increases the rotation speed of the first longitudinal motor (24) and the third longitudinal motor (21), so that the fuselage tilts clockwise around the X-axis. At the same time, the main control chip increases the rotation speed of the two transverse motors. The three longitudinal ducts and the two transverse ducts work together to generate an inclined airflow. The component of the reaction force generated by the inclined airflow along the Z-axis direction is equal to the weight of the fuselage, and the component of the resultant force of the reaction force along the horizontal upward direction is equal to zero. At the same time, the resultant moment of the fuselage around the Z-axis is kept zero, thereby achieving arbitrary angle hovering. Rapid ascent / rapid descent control: When the aircraft is in a horizontal hovering state, when the main control chip receives a rapid ascent / rapid descent command, the main control chip reduces the rotation speed of the second longitudinal motor (18) and increases the rotation speed of the first longitudinal motor (24) and the third longitudinal motor (21), so that the fuselage tilts in the clockwise direction around the X-axis; at the same time, the main control chip increases the rotation speed of the two transverse motors and reduces the rotation speed of the three longitudinal motors in real time, and the fuselage continues to tilt until the axes of the two transverse ducts are along the Z-axis, at which time the fuselage is in a vertical posture; while maintaining the vertical posture of the fuselage, the rotation speed of the two transverse motors is increased. If both transverse ducts generate airflow in the opposite direction along the Z-axis, rapid ascent is achieved. If both transverse ducts generate airflow in the positive direction along the Z-axis, rapid descent is achieved. The maximum rotation speed of the transverse motor is greater than the maximum rotation speed of the longitudinal motor. Flip stunt control: When the aircraft is in a horizontal hovering state, when the main control chip receives a flip stunt command, the main control chip reverses the direction of one of the longitudinal motors and increases the speed of the other two longitudinal motors. At the same time, it dynamically adjusts the speed of the two lateral motors to make the fuselage flip horizontally. After the fuselage flips to the set angle, it switches to horizontal hovering control to achieve a flip stunt.

9. The control method of a five-axis ducted aircraft according to claim 8, characterized in that: In the special flight control method, the control methods of hovering at any angle and moving forward horizontally are combined to achieve flight at any angle.

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