Diagonal rotor tilting type multi-rotor aircraft

Abstract

According to the diagonal rotor tilting type multi-rotor aircraft, the bottom of a fuselage main body is connected with an undercarriage, a middle large rotor and a middle large motor, and the undercarriage, the middle large rotor and the middle large motor are sequentially connected to the top of a middle small tower; the right front part, the left front part, the left rear part and the right rear part of the fuselage main body are correspondingly connected with a right front vehicle arm and a right front power assembly, a left front vehicle arm and a left front power assembly, a left rear vehicle arm and a left rear power assembly, and a right rear vehicle arm and a right rear power assembly; wherein the rotating surfaces of the two small rotors at one diagonal are horizontal, the rotating surfaces of the two small rotors at the other diagonal are inclined around the axes of respective arms, the included angle alpha is formed between the rotating surfaces and the horizontal plane, the sum of the component torques of the lift forces of the two small rotors on the horizontal plane balances the reaction torque of the middle large rotor, and the middle large rotor provides most lift forces. The overall loss of motor power is reduced, the fuel engine replaces a middle large motor to form a fuel-electric hybrid mode, the endurance time is long, the load is large, the wind resistance is high, and the unmanned aerial vehicle becomes a universal flying platform.

Description

Technical Field

[0001] The invention relates to a multi-rotor aircraft, in particular to a diagonal rotor tilt type multi-rotor aircraft which utilizes the component force of a small rotor inclined on a diagonal rotating surface in a horizontal plane to balance the counter torque of a large rotor in the middle by the component torque of the aircraft rotation. Background Art

[0002] Currently known multi-rotor aircraft, which control the pitch, roll and yaw of the aircraft requires all rotors to participate in the control at the same time. For example, a quadrotor aircraft uses the lift differential between the two front rotors and the two rear rotors to control the pitch, the lift differential between the two right rotors and the two left rotors to control the roll, and the lift differential between the two rotors on the right front diagonal and the two rotors on the left front diagonal to control the heading. The four rotors together provide a total lift to balance the weight of the aircraft. The four rotors participate in the control at the same time, and the four rotors need to change speed frequently to change the lift, thereby controlling the flight of the aircraft. The frequent speed changes of the rotors increase the power loss of the motor and reduce the flight time. Summary of the invention

[0003] In order to solve the problem of increased motor power loss caused by frequent rotor speed changes in existing multi-rotor aircraft, the present invention provides a diagonal rotor tilt-type multi-rotor aircraft, which reduces the overall frequency of rotor speed changes, thereby reducing the overall motor power loss and extending the flight time.

[0004] The technical solution adopted by the present invention to solve its technical problems is: the bottom of the fuselage body is connected to the landing gear, the top of the center of the fuselage body is connected to the middle small tower, the top of the middle small tower is connected to the middle large motor, the middle large motor is connected to the middle large rotor, the rotation axis of the middle large motor is vertically upward, and the lift of the middle large rotor is vertically upward; the right front part of the fuselage body is connected to the right front arm, and the front end of the right front arm is connected to the right front power assembly (the power assembly consists of a small rotor connected together, a motor for driving the small rotor, an electric regulator for driving the motor, a power line, a control line and a mounting seat.), the small rotor of the right front power assembly rotates counterclockwise, the left front part of the fuselage body is connected to the left front arm, the front end of the left front arm is connected to the left front power assembly, and the left The small rotor of the front power assembly rotates clockwise, the right rear part of the fuselage body is connected to the right rear arm, the rear end of the right rear arm is connected to the right rear power assembly, and the small rotor of the right rear power assembly rotates clockwise, the left rear part of the fuselage body is connected to the left rear arm, the rear end of the left rear arm is connected to the left rear power assembly, and the small rotor of the left rear power assembly rotates counterclockwise, and the line connecting the rotation centers of the four small rotors of these four power assemblies is a square or rectangle, the center of gravity of the aircraft overlaps with the center of the square or rectangle, the axis of the right front arm and the axis of the left rear arm overlap with the diagonal of the square or rectangle to the right front, and the axis of the left front arm and the axis of the right rear arm overlap with the diagonal of the square or rectangle to the left front.

[0005] The rotation direction of the large rotor in the middle is counterclockwise or clockwise. It is assumed that the rotation direction of the large rotor in the middle is counterclockwise.

[0006] When connecting the right front power assembly, make the rotating surface of the small rotor of the right front power assembly horizontal.

[0007] When connecting the left rear power assembly, make the rotating surface of the small rotor of the left rear power assembly horizontal.

[0008] When the left front power assembly is connected, the left front power assembly tilts toward the left rear around the axis of the left front arm, so that the rotating surface of the small rotor of the left front power assembly tilts toward the left rear, and the acute angle with the horizontal plane is ɑ. The lift of the small rotor of the left front power assembly tilts toward the left rear, and the acute angle with the vertical line is ɑ. The lift of the small rotor of the left front power assembly generates a horizontal component force perpendicular to the axis of the left front arm in the horizontal plane. This horizontal component force is toward the left rear, and the horizontal component torque of the distance from the horizontal component force to the center of gravity of the aircraft causes the aircraft to rotate counterclockwise.

[0009] When the right rear power assembly is connected, the right rear power assembly tilts toward the right front around the axis of the right rear arm, so that the rotating surface of the small rotor of the right rear power assembly tilts toward the right front, and the acute angle with the horizontal plane is ɑ. The lift of the small rotor of the right rear power assembly tilts toward the right front, and the acute angle with the vertical line is ɑ. The lift of the small rotor of the right rear power assembly generates a horizontal component force perpendicular to the axis of the right rear arm in the horizontal plane. This horizontal component force is directed to the right front, and the horizontal component torque of the distance from the horizontal component force to the center of gravity of the aircraft causes the aircraft to rotate counterclockwise.

[0010] The horizontal torque components of the left front power assembly and the right rear power assembly together cause the aircraft to rotate counterclockwise.

[0011] A large electric speed controller is set to connect the middle large motor. The large electric speed controller, the middle large motor and the middle large rotor constitute the middle large power assembly. Under the same throttle, the lift of the middle large rotor is greater than the sum of the lift of the right front power assembly, the left front power assembly, the right rear power assembly and the left rear power assembly. The middle large rotor provides most of the lift of the aircraft.

[0012] The parameters of the right front powertrain, the left front powertrain, the right rear powertrain and the left rear powertrain are the same.

[0013] Under the same throttle, the lift and counter-torque of the right front power assembly, left front power assembly, right rear power assembly, and left rear power assembly are the same, and the counter-torques cancel each other out. These four counter-torques do not affect the stability of the aircraft's heading.

[0014] The large rotor in the middle rotates counterclockwise, and the counter-torque of the large rotor in the middle makes the aircraft rotate clockwise.

[0015] Under the same throttle, select an appropriate ɑ value so that the sum of the horizontal torques of the left front power assembly and the right rear power assembly is equal to the counter-torque of the middle large rotor. At this time, the sum of the horizontal torques of the left front power assembly and the right rear power assembly and the counter-torque of the middle large rotor are balanced with each other and do not affect the stability of the aircraft's heading.

[0016] The flight controller is connected to five electronic regulators. The flight controller controls the output voltage of the electronic regulators to change the speed of the motor, which drives the lift of the rotor to change, thereby changing the flight attitude of the aircraft. This constitutes a diagonal rotor tilt-type multi-rotor aircraft with a large central rotor rotating counterclockwise.

[0017] The diagonal rotor tilt multi-rotor aircraft is equivalent to a "special X-type four-rotor aircraft" with a large central rotor superimposed on two small rotors on the diagonal. The flight control of the aircraft is similar to the flight control of the "ordinary X-type four-rotor aircraft". The lift differential of the small rotors of the two front power systems and the two rear power systems is used to control the pitch, and the lift differential of the small rotors of the two right power systems and the two left power systems is used to control the roll. The two small rotors on the right front diagonal are used to control the pitch. The lift differential of the small rotor of the power assembly and the two small rotors of the power assembly on the left front diagonal controls the heading. The vertical component of the lift of the small rotors of the four power assemblies and the lift of the large rotor in the middle jointly control the rise and fall of the aircraft. Only the lift of the small rotors of the four power assemblies is involved in controlling the pitch, roll and heading of the aircraft. The horizontal component of the lift of the small rotors of the two power assemblies on the diagonal balances the anti-torque of the large rotor in the middle, ensuring the stable flight of the diagonal rotor tilt multi-rotor aircraft.

[0018] In the process of manipulating the pitch, roll and heading of the diagonal rotor tilt-type multi-rotor aircraft, the lift of the large middle rotor remains constant, and only the small rotors of the four power assemblies need to change speed frequently to change the lift. Although the frequent speed changes of the small rotors of the four power assemblies result in a large power loss of the corresponding motors, the motor power of the four power assemblies accounts for a small proportion of the total power, which reduces the relative proportion of the motor power loss, improves the efficiency of the overall motor power, and extends the flight time.

[0019] Since the large middle rotor does not participate in the pitch, roll and heading control of the aircraft, the lift response requirements of the large middle rotor are not high, and the diameter of the large middle rotor can be selected to be larger to generate greater lift.

[0020] The technical solution of the present invention is to set a large middle rotor that does not participate in controlling the pitch, roll and heading of the aircraft, set the lift of the small rotors of four power assemblies to control the pitch, roll and heading of the aircraft, set the rotating surfaces of the small rotors of two diagonal power assemblies to be tilted, and the angle ɑ between the rotating surface of the small rotor and the horizontal plane is selected between 4° and 45°. The sum of the horizontal component moments generated by the tilting of the rotating surfaces of the small rotors of the two diagonal power assemblies balances the counter-torque of the large middle rotor, and the lift of the small rotors of the four power assemblies and the lift of the large middle rotor are linked to jointly control the lifting and lowering of the aircraft. In the process of differential lift control of the pitch, roll and heading of the aircraft by the small rotors of the four power assemblies, the lift of the large middle rotor is kept constant, the lift of the large middle rotor changes less frequently, the power change loss of the large middle motor is reduced, the overall motor power utilization rate is improved, and the flight time is extended.

[0021] The tilt direction of the small rotor is determined according to this principle: the counter-torque of the small rotor's rotation makes the aircraft rotate in the same direction as the component torque in the horizontal plane that makes the aircraft rotate when the small rotor is tilted. The rotation direction of the small rotor is opposite to that of the large rotor in the middle.

[0022] The diagonal rotor tilt-type multi-rotor aircraft is very suitable for being driven by a fuel engine because the lift response requirements of the large central rotor are not high. The small rotors that make up the four powertrains are driven by electric motors, and the large central rotor is driven by a fuel engine in a hybrid oil-electric drive mode to increase the aircraft's flight time.

[0023] Connecting folding members to the arms can reduce the space occupied by the diagonal rotor tilt-multirotor aircraft when it is stored.

[0024] The diagonal rotor tilt-type multi-rotor aircraft has the advantages of a solid structure, large load capacity and strong wind resistance, because the large middle rotor that provides most of the lift is connected to the small tower in the middle of the fuselage. It is suitable for all-weather flight and has become a universal vertical lift flight platform with a new architecture. It is used in manned and cargo transportation, agricultural operations, forestry operations, surveying, exploration and other fields. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] The present invention is further described below in conjunction with the accompanying drawings and embodiments.

[0026] Figure 1 It is a schematic diagram of the structure of a diagonal rotor tilt-type multi-rotor aircraft according to the first embodiment of the present invention.

[0027] Figure 2 It is a schematic diagram of the structure of a diagonal rotor tilt-type multi-rotor aircraft according to a second embodiment of the present invention.

[0028] Figure 3It is a schematic diagram of the structure of a diagonal rotor tilt-type multi-rotor aircraft according to the third embodiment of the present invention.

[0029] Figure 4 It is a schematic diagram of the structure of a diagonal rotor tilt-type multi-rotor aircraft according to the fourth embodiment of the present invention.

[0030] Figure 5 It is a schematic diagram of the structure of a diagonal rotor tilt-type multi-rotor aircraft according to the fifth embodiment of the present invention.

[0031] Figure 6 It is a schematic diagram of the structure of a diagonal rotor tilt-type multi-rotor aircraft according to the sixth embodiment of the present invention.

[0032] Figure 7 It is a schematic diagram of the structure of a diagonal rotor tilt-type multi-rotor aircraft according to the seventh embodiment of the present invention.

[0033] Figure 8 It is a schematic diagram of the flight principle of a diagonal rotor tilt-type multi-rotor aircraft according to the seventh embodiment of the present invention.

[0034] Fig. 9 It is a schematic diagram of the structure of a diagonal rotor tilt-type multi-rotor aircraft according to the eighth embodiment of the present invention.

[0035] Fig.10 It is a schematic diagram of the flight principle of a diagonal rotor tilt-type multi-rotor aircraft according to the eighth embodiment of the present invention.

[0036] Fig.11 It is a schematic diagram of the structure of a diagonal rotor tilt-type multi-rotor aircraft according to the ninth embodiment of the present invention.

[0037] Fig.12 It is a schematic diagram of the flight principle of a diagonal rotor tilt-type multi-rotor aircraft according to the ninth embodiment of the present invention.

[0038] Fig.13 It is a schematic diagram of the structure of a diagonal rotor tilt-type multi-rotor aircraft according to the tenth embodiment of the present invention.

[0039] Fig.14 It is a schematic diagram of the flight principle of a diagonal rotor tilt-type multi-rotor aircraft according to the tenth embodiment of the present invention.

[0040] Fig.15 It is a schematic diagram of the structure of a diagonal rotor tilt-type multi-rotor aircraft according to the eleventh embodiment of the present invention.

[0041] Fig.16 It is a schematic diagram of the flight principle of a diagonal rotor tilt-type multi-rotor aircraft according to the eleventh embodiment of the present invention.

[0042] Fig.17It is a schematic diagram of the structure of a diagonal rotor tilt-type multi-rotor aircraft according to the twelfth embodiment of the present invention.

[0043] Fig.18 It is a schematic diagram of the flight principle of a diagonal rotor tilt-type multi-rotor aircraft according to the twelfth embodiment of the present invention.

[0044] Fig.19 It is a schematic diagram of the structure of a diagonal rotor tilt-type multi-rotor aircraft according to the thirteenth embodiment of the present invention.

[0045] Fig. 20 It is a schematic diagram of horizontal flight of a diagonal rotor tilt-type multi-rotor aircraft according to the thirteenth embodiment of the present invention.

[0046] Fig.21 It is a schematic diagram of the structure of a diagonal rotor tilt-type multi-rotor aircraft according to the fourteenth embodiment of the present invention.

[0047] Fig. 22 It is a schematic diagram of horizontal flight of a diagonal rotor tilt-type multi-rotor aircraft according to the fourteenth embodiment of the present invention.

[0048] Fig.23 It is a schematic diagram of the exploded connection of the main components of the diagonal rotor tilt-type multi-rotor aircraft according to the first embodiment of the present invention.

[0049] Fig.24 It is a schematic diagram of the connection of the shock absorbing assembly of the diagonal rotor tilt-type multi-rotor aircraft according to the fifth embodiment of the present invention.

[0050] Fig.25 It is a schematic diagram of the connection between the fuel engine and the shock absorbing assembly of the diagonal rotor tilt-type multi-rotor aircraft according to the fifth embodiment of the present invention.

[0051] Fig.26 It is a schematic diagram of a small tower connected to a fuel engine shock absorbing assembly of a diagonal rotor tilt-type multi-rotor aircraft according to the fifth embodiment of the present invention.

[0052] Fig. 27 It is a schematic diagram of the connection and decomposition of the main components of the diagonal rotor tilt-type multi-rotor aircraft according to the sixth embodiment of the present invention.

[0053] Fig.28 It is a schematic diagram of the exploded connection of the tilting components of a diagonal rotor tilt-type multi-rotor aircraft according to the thirteenth embodiment of the present invention.

[0054] Fig.29 It is a schematic diagram of the connection between the tilting component and the fuselage reinforcement frame of the diagonal rotor tilt multi-rotor aircraft of the thirteenth embodiment of the present invention.

[0055] Fig.30It is a schematic diagram of the connection between the "flat-bottomed V-shaped" arm and the wing spar of the diagonal rotor tilt-type multi-rotor aircraft of the thirteenth embodiment of the present invention.

[0056] Fig.31 It is a schematic diagram of the connection between the vector jet engine and the central reinforcement frame of the diagonal rotor tilt-type multi-rotor aircraft of the fourteenth embodiment of the present invention.

[0057] In the picture, 1. right front power assembly, 2. left rear power assembly, 3. left front power assembly, 4. right rear power assembly, 5. middle large rotor, 6. middle front large rotor, 7. middle rear large rotor, 8. fuselage, 9. landing gear, 15. middle large motor, 16. middle front large motor, 17. middle rear large motor, 21. right front arm, 22. left rear arm, 23. left front arm, 24. right rear arm, 25. middle small tower, 26. middle front small tower, 27. middle rear small tower, 31. front door, 32. pipeline hole, 33. air intake, 34. piston fuel engine mounting seat, 35. piston fuel engine, 36. turbojet engine compartment, 37. common cabin, 41. right wing flap, 42. Left flap of wing, 43. Right aileron of wing, 44. Left aileron of wing, 50. V-tail, 51. Right flap of V-tail, 52. Left flap of V-tail, 61. Right front arm with "flat V" opening to right arm, 62. Left rear arm with "flat V" opening to left arm, 63. Left front arm with "flat V" opening to left arm, 64. Right rear arm with "flat V" opening to right arm, 65. Right turbojet engine, 66. Middle turbojet engine, 68. Right vector turbojet engine, 69. Middle front turbojet engine, 75. Left turbojet engine, 78. Left vector turbojet engine, 79. Middle rear turbojet engine, 81. Fixed-wing fuselage body, 91. Duckfoot landing gear, 92. Wheeled landing gear, 96. Damping rubber of bell-shaped shock absorber, 97. Damping rubber top connection seat of bell-shaped shock absorber, 98. Damping rubber bottom connection seat of bell-shaped shock absorber, 101. Screws or bolts, 102. Rivets, 103. Top plate of small tower (also the mounting seat of large motor), 104. Mounting hole, 105. Air hole of fuel engine, 106. Angle aluminum, 107. Front and rear plates of small tower, 108. Left and right plates of small tower, 109. Bottom plate of small tower (also the top plate of pipe seat and the top plate of fuselage main body), 110. Nut, 111. Pipe seat, 112. Pipe connecting end of pipe seat, 114. Bottom plate of pipe seat, 115. Bottom plate of fuselage main body, 116. Front and rear plates of fuselage main body, 117. The diagonal line of the square or rectangle to the right front formed by the line connecting the rotation centers of the small rotors of the four power assemblies, 118. The diagonal line of the square or rectangle formed by the lines connecting the rotation centers of the small rotors of the four power assemblies to the left front, 119. The left and right panels of the fuselage body, 120. The horizontal plane, 121. The vertical line, 122. The first layer of the shock absorber assembly, 123. The second layer of the shock absorber assembly, 124. The bell-shaped shock absorber, 125. The T-shaped connecting ear of the jet engine, 126. The mounting hole of the jet engine, 127. The reinforcing rib of the jet engine mounting seat, 128.Large bearing assembly (consisting of a large bearing and a large bearing seat connected together), 129. Small bearing assembly (consisting of a small bearing and a small bearing seat connected together), 130. Servo motor, 131. Servo motor mounting seat, 132. Worm, 133. Worm gear, 134. Linkage shaft, 135. Flange-type connecting ear, 136. Reinforcement frame, 137. Reinforcement frame crossbeam, 138. "Egg-shaped" connecting ear of "flat-bottom V-shaped" machine arm, 139. Wing spar, 140. Front longitudinal wall of wing, 141. Rear longitudinal wall of wing, 142. "U"-shaped connecting port of wing spar, 178. Axis of a section of straight pipe of the flat bottom part of the "flat-bottom V-shaped" machine arm, 191. Rotation surface of the small rotor of the right front power assembly, 192. Rotation surface of the small rotor of the left rear power assembly, 193. Rotating surface of the small rotor of the left front power assembly, 194. Rotating surface of the small rotor of the right rear power assembly, 223. Fuel engine shock absorber assembly, 236. Center reinforcement frame, 237. Center reinforcement frame connecting ear, 238. Vector jet engine connecting ear, 623. "Flat bottom V-shaped" opening to the right arm, 624. "Flat bottom V-shaped" opening to the left arm, 367. Turbojet engine cabin top plate (also the floor of the ordinary cabin), 765. Turbojet engine tilting mechanism, F1. Lift of the small rotor of the right front power assembly, F2. Lift of the small rotor of the left rear power assembly, F3. Lift of the small rotor of the left front power assembly, F4. Lift of the small rotor of the right rear power assembly, F5. Lift of the middle large rotor, F6. Lift of the middle front large rotor, F7. Lift of the middle rear large rotor, F65. Lift of the jet engine on the right side of the fuselage, F66. Lift of the jet engine in the middle of the fuselage, F68. Lift of the vector jet engine on the right side of the fuselage, F69. Lift of the front turbojet engine in the fuselage, F75. Lift of the jet engine on the left side of the fuselage, F78. Lift of the vector jet engine on the left side of the fuselage, F79. Lift of the rear turbojet engine in the fuselage, F1x. Component of the lift of the right front small rotor in the horizontal plane, F2x. Component of the lift of the left rear small rotor in the horizontal plane, F3x. Component of the lift of the small rotor of the left front power assembly in the horizontal plane, F4x. Component of the lift of the small rotor of the right rear power assembly in the horizontal plane, F1y. Component of the lift of the right front small rotor in the vertical direction, F2y. Component of the lift of the left rear small rotor in the vertical direction, F3y .The vertical component of the lift of the small rotor of the left front power assembly, F4y. The vertical component of the lift of the small rotor of the right rear power assembly, △F. The change in rotor lift, dp. The distance from the rotation center of the small rotor of the power assembly to the center of gravity of the aircraft, dp67. The distance from the rotation center of the middle front large rotor and the rotation center of the middle rear large rotor to the center of gravity of the aircraft, dp69.The distance from the rotation center of the turbine of the middle front turbojet engine and the rotation center of the turbine of the middle rear turbojet engine to the center of gravity of the aircraft, dp76. The distance from the rotation center of the turbine of the right turbojet engine and the left turbojet engine to the center of gravity of the aircraft, dp77. The distance from the nozzle center of the right vector turbojet engine and the left vector turbojet engine to the center of gravity of the aircraft, dx. The distance from the rotation center of the small rotor of the power assembly to the horizontal axis passing through the center of gravity of the aircraft, dy. The distance from the rotation center of the small rotor of the power assembly to the longitudinal axis passing through the center of gravity of the aircraft, X. The horizontal axis passing through the center of gravity of the aircraft, Y. The longitudinal axis passing through the center of gravity of the aircraft, T. The direction of the aircraft nose, P. The center of gravity of the aircraft, FP. The weight of the aircraft, FL. The aerodynamic center of the fixed-wing wing, N. The rotor rotates counterclockwise, S. The rotor rotates clockwise, ɑ. The acute angle between the rotation plane of the small rotor of the power assembly and the horizontal plane, θ. The acute angle between the axis of the straight tube of the flat bottom section of the "flat V-shaped" machine arm and the axis of the straight tube of the curved section, the circle with an arrow represents the virtual circle of the rotor blade tip and the direction of rotation of the rotor, the ellipse with an arrow represents the virtual ellipse of the tilted rotor blade tip and the direction of rotation of the rotor, and the small dot "." on the left of "F" represents the lift vertically upward. .

[0058] Glossary: ​​A "multi-rotor aircraft" is actually an aircraft that has multiple fixed-pitch propellers providing lift, and should be called a "multi-propeller aircraft", but it is customary to refer to "multi-propeller aircraft" as a "multi-rotor aircraft". In order to unify the terminology, this description does not use the name "propeller", but uses the name "rotor". A turbopropeller is called a turborotor.

[0059] "Jet engine" includes "turbojet engine" and "turbofan jet engine", all of which use the name "turbojet engine". Implementation

[0060] Figure 1 It consists of an upper figure, a middle figure and a lower figure. The upper figure is an axonometric view of the structure of the diagonal rotor tilt multi-rotor aircraft of the first embodiment of the present invention, the middle figure is a view along the axis of the right rear arm looking toward the center of gravity of the aircraft, and the lower figure is a flight principle diagram.

[0061] Figure 1 In the above figure, the bottom of the fuselage body 8 is connected to the landing gear 9, the top of the center of the fuselage body 8 is connected to the middle small tower 25, the top of the middle small tower 25 is connected to the middle large motor 15, the middle large motor 15 is connected to the middle large rotor 5, the rotation axis of the middle large motor 15 is vertically upward, the lift F5 of the middle large rotor 5 is vertically upward, and the middle large rotor 5 rotates counterclockwise N (see the figure below).

[0062] The right front part of the fuselage body 8 is connected to the right front arm 21, the front end of the right front arm 21 is connected to the right front power assembly 1, the small rotor of the right front power assembly 1 rotates counterclockwise N, the left front part of the fuselage body 8 is connected to the left front arm 23, the front end of the left front arm 23 is connected to the left front power assembly 3, the small rotor of the left front power assembly 3 rotates clockwise S, the right rear part of the fuselage body 8 is connected to the right rear arm 24, the rear end of the right rear arm 24 is connected to the right rear power assembly 4, the small rotor of the right rear power assembly 4 rotates clockwise S, the left rear part of the fuselage body 8 is connected to the left rear arm 22, the rear end of the left rear arm 22 is connected to the left rear power assembly 2, the small rotor of the left rear power assembly 2 rotates counterclockwise N (see the figure below), the line connecting the rotation centers of the four small rotors of the four power assemblies is a square or rectangle, the center of gravity P of the aircraft overlaps with the center of the square or rectangle, the axis of the right front arm 21 and the axis of the left rear arm 22 overlap with the diagonal 117 of the square or rectangle to the right front (see Fig.23 ), the axis of the left front arm 23 and the axis of the right rear arm 24 overlap with the left front diagonal 118 of the square or rectangle (see Fig.23 ).

[0063] Figure 1 In the middle figure, when the right front power assembly 1 is connected, the rotating surface of the small rotor of the right front power assembly 1 is made horizontal.

[0064] When the left rear power assembly 2 is connected, the rotating surface of the small rotor of the left rear power assembly 2 is made horizontal.

[0065] When the left front power assembly 3 is connected, the left front power assembly 3 tilts toward the left rear around the axis of the left front arm 23, so that the rotating surface 193 of the small rotor of the left front power assembly 3 tilts toward the left rear, and the acute angle with the horizontal plane 120 is ɑ (see the small picture in the lower right corner of the middle figure). The lift F3 of the small rotor of the left front power assembly 3 tilts toward the left rear, and the acute angle with the vertical line 121 is ɑ. The lift F3 of the small rotor of the left front power assembly 3 generates a horizontal component F3x perpendicular to the axis of the left front arm 23 on the horizontal plane 120, and F3x is toward the left rear (see the figure below), F3x=F3*sin(ɑ), and the lift F3 of the small rotor of the left front power assembly 3 generates a vertically upward component F3y on the vertical line 121, F3y=F3*cos(ɑ).

[0066] When the right rear power assembly 4 is connected, the right rear power assembly 4 tilts toward the right front around the axis of the right rear arm 24, so that the rotating surface 194 of the small rotor of the right rear power assembly 4 tilts toward the right front, and the acute angle with the horizontal plane 120 is ɑ (see the small figure in the lower left corner of the middle figure). The lift F4 of the small rotor of the right rear power assembly 4 tilts toward the right front, and the acute angle with the vertical line 121 is ɑ. The lift F4 of the small rotor of the right rear power assembly 4 generates a horizontal component F4x perpendicular to the axis of the right rear arm 24 on the horizontal plane 120, F4x is toward the right front, F4x=F4*sin(ɑ), and the lift F4 of the small rotor of the right rear power assembly 4 generates a vertical upward component F4y on the vertical line 121, F4y=F4*cos(ɑ). A large electric speed controller is provided to connect to the large middle motor 15. The large electric speed controller, the large middle motor 15 and the large middle rotor 5 constitute a large middle power assembly. The flight controller is connected to the five electric speed controllers. The flight controller controls the output voltage change of the electric speed controller to change the rotation speed of the motor, thereby driving the lift of the rotor to change, thereby changing the flight attitude of the aircraft. This constitutes a diagonal rotor tilt-type multi-rotor aircraft in which the large middle rotor 5 rotates counterclockwise by N in the first embodiment.

[0067] Figure 1 In the figure below, the line connecting the rotation centers of the small rotors of the four power assemblies is a square or rectangle, the center of gravity P of the aircraft is at the center of the square or rectangle, and the distances from the rotation centers of the small rotors of the right front power assembly 1, the rotation centers of the small rotors of the left rear power assembly 2, the rotation centers of the small rotors of the left front power assembly 3, and the rotation centers of the small rotors of the right rear power assembly 4 to the center of gravity P of the aircraft are equal, and are all equal to dp.

[0068] The distances from the rotation centers of the small rotors of the right front power assembly 1, the rotation centers of the small rotors of the left rear power assembly 2, the rotation centers of the small rotors of the left front power assembly 3, and the rotation centers of the small rotors of the right rear power assembly 4 to the horizontal axis X passing through the center of gravity P of the aircraft are equal, and are all equal to dx.

[0069] The distances from the rotation centers of the small rotor of the right front power assembly 1, the rotation centers of the small rotor of the left rear power assembly 2, the rotation centers of the small rotor of the left front power assembly 3, and the rotation centers of the small rotor of the right rear power assembly 4 to the longitudinal axis Y passing through the center of gravity P of the aircraft are equal, and are all equal to dy.

[0070] The counter-torque Sj1 of the small rotor of the right front power assembly 1 that rotates counterclockwise by N causes the aircraft to rotate clockwise by S, generating a moment F1*dx that causes the aircraft to pitch backward and a moment F1*dy that causes the aircraft to roll to the left.

[0071] The counter-torque Sj2 of the small rotor of the left rear power assembly 2 that rotates counterclockwise by N causes the aircraft to rotate clockwise by S, generating a moment F2*dx that causes the aircraft to pitch forward and a moment F2*dy that causes the aircraft to roll to the right.

[0072] The counter torque Nj3 of the small rotor of the left front power assembly 3 that rotates clockwise by S causes the aircraft to rotate counterclockwise by N, generating a horizontal component moment F3x*dp that causes the aircraft to rotate counterclockwise by N, a moment F3y*dx that causes the aircraft to tilt backward, and a moment F3y*dy that causes the aircraft to roll to the right.

[0073] The counter torque Nj4 of the small rotor of the right rear power assembly 4 that rotates clockwise by S causes the aircraft to rotate counterclockwise by N, generating a horizontal component moment F4x*dp that causes the aircraft to rotate counterclockwise by N, a moment F4y*dx that causes the aircraft to pitch forward, and a moment F4y*dy that causes the aircraft to roll to the left.

[0074] The rotation center of the middle large rotor 5 overlaps with the center of gravity P of the aircraft. The lift F5 of the middle large rotor does not generate pitch moment and roll moment. The counter-torque Sj5 of the middle large rotor 5 rotating counterclockwise N causes the aircraft to rotate clockwise S.

[0075] The parameters of the right front power assembly 1, the left front power assembly 3, the right rear power assembly 4 and the left rear power assembly 2 are the same. Under the same throttle, the lift generated by the four power assemblies is the same, F1=F2, F2=F3, F3=F4; the counter-torques are the same Sj1=Sj2, Nj3= Nj4, Sj1=Nj3 (same quantity but opposite direction, ignoring the counter-torque loss caused by the tilt of the small rotor, the same below), and the counter-torques cancel each other out.

[0076] The weight of the aircraft is FP, and the gravity balance equation of the aircraft is: F1+F2+F3* cos(ɑ)+F4 *cos(ɑ)+F5=FP………………………………(1).

[0077] When the flight controller increases the throttle, the lift of each powertrain is: F1+F2+(F3+F4) *cos(ɑ)+F5>FP……………………(1-1).

[0078] The aircraft ascends.

[0079] When the flight controller reduces the throttle, the lift of each powertrain is: F1+F2+(F3+F4) *cos(ɑ)+F5<FP……………………(1-2).

[0080] The descent of the aircraft.

[0081] Equations (1-1) and (1-2) are the equations for the ascent and descent of the aircraft.

[0082] The total moment that causes the aircraft to pitch backward is: F1*dx+F3y*dx= F1*dx+F3* cos(ɑ)*dx.

[0083] The total moment that causes the aircraft to pitch forward is: F2*dx+F4y*dx= F2*dx+F4* cos(ɑ)*dx.

[0084] The pitch balance equation for the aircraft is: F1*dx+F3* cos(ɑ)*dx= F2*dx+F4 *cos(ɑ)*dx.

[0085] Dividing dx on both sides of the above equation yields: F1 +F3* cos(ɑ) = F2+F4 *cos(ɑ)………………(2).

[0086] When the aircraft is in the air, the flight controller controls the lift differential of the right front power assembly 1, the left front power assembly 3 and the right rear power assembly 4, the left rear power assembly 2 to control the pitch; when the flight controller controls the lift of the right front power assembly 1 and the left front power assembly 3 to increase by △F, and the lift of the right rear power assembly 4 and the left rear power assembly 2 to decrease by △F, equation (2) becomes: (F1+△F) + (F3+△F )* cos (ɑ)> (F2-△F )+(F4-△F) *cos (ɑ) …… ...

[0087] The aircraft pitches backward, and equation (2-1) is the pitch equation.

[0088] When the flight controller controls the lift of the right front power assembly 1 and the left front power assembly 3 to decrease by △F, and the lift of the right rear power assembly 4 and the left rear power assembly 2 to increase by △F, equation (2) becomes: (F1-△F) + (F3-△F)* cos (ɑ)< (F2+△F) + (F4+△F) *cos (ɑ) …… ...

[0089] The aircraft pitches forward, and equation (2-2) is the pitch equation.

[0090] Equations (2-1), (2-2), and (2) are the set of equilibrium equations for the aircraft's backward, forward, and pitching movements.

[0091] The total moment that causes the aircraft to roll to the left is: F1*dy+F4y*dy= F1*dy+F4 *cos(ɑ)*dy.

[0092] The total moment that causes the aircraft to roll to the right is: F3y*dy+F2*dy= F3 cos(ɑ)*dy+F2*dy.

[0093] The roll balance equation for an aircraft is: F1*dy+F4 *cos(ɑ)*dy= F3 *cos(ɑ)*dy+F2*dy.

[0094] Dividing dy on both sides of the above equation yields: F1+F4 *cos(ɑ)= F3* cos(ɑ)+F2……………………(3).

[0095] When the aircraft is in the air, the flight controller controls the lift differential of the right front power assembly 1, the right rear power assembly 4 and the left front power assembly 3, the left rear power assembly 2 to control the roll; the flight controller controls the lift of the right front power assembly 1 and the right rear power assembly 4 to increase by △F, and the lift of the left front power assembly 3 and the left rear power assembly 2 to decrease by △F, and equation (3) becomes: (F1+△F) + (F4+△F) *cos (ɑ)> (F3-△F)* cos (ɑ)+ (F2-△F) ………………………………(3-1)

[0096] The aircraft rolls to the left, and equation (3-1) is the left rolling equation.

[0097] When the flight controller controls the lift of the right front power assembly 1 and the right rear power assembly 4 to decrease by △F, and the lift of the left front power assembly 3 and the left rear power assembly 2 to increase by △F, equation (3) becomes: (F1-△F) + (F4-△F) *cos (ɑ)< (F3+△F)* cos (ɑ)+ (F2+△F) …… ...

[0098] The aircraft rolls to the right, and equation (3-2) is the right rolling equation.

[0099] Equations (3-1), (3-2), and (3) are the balance equations for the aircraft to roll left, roll right, and roll sideways.

[0100] The total torque that turns the aircraft to the left (turns the aircraft counterclockwise by N) is: Nj3+F3x*dp+Nj4+F4x*dp.

[0101] (Nj3+ Nj4)+ F3*sin(ɑ)*dp+ F4*sin(ɑ)*dp.

[0102] (Nj3+Nj4)+(F3+F4)*sin(ɑ)*dp.

[0103] The total torque that turns the aircraft to the right (turns the aircraft clockwise S) is: Sj1+Sj2+Sj5.

[0104] Select an appropriate ɑ value so that the sum of the two horizontal torque components of the left front power assembly 3 and the right rear power assembly 4 (F3 +F4)*sin(ɑ)*dp is equal to the anti-torque Sj5 of the middle large rotor 5: (F3 + F4)*sin(ɑ)*dp=Sj5……………………(4).

[0105] The equation to keep the aircraft heading stable is: (Nj3+Nj4)+(F3+F4)*sin(ɑ)*dp=(Sj1+Sj2)+Sj5…………(5).

[0106] When the aircraft is in the air, the flight controller controls the lift differential of the right front power assembly 1, the left rear power assembly 2 and the left front power assembly 3, the right rear power assembly 4 to control the heading; when the flight controller controls the lift of the right front power assembly 1 and the left rear power assembly 2 to increase by △F, the anti-torque increases by △j, and the lift of the left front power assembly 3 and the right rear power assembly 4 to decrease by △F, and the anti-torque decreases by △j, equation (5) becomes: ((Nj3-△j) + (Nj4-△j) + ((F3-△F) + (F4-△F))*sin (ɑ)*dp< (Sj1+△j ) + (Sj2+△j )+Sj5……………………………… (5-1).

[0107] The aircraft turns clockwise S, that is, turns right.

[0108] When the flight controller controls the lift of the right front power assembly 1 and the left rear power assembly 2 to decrease by △F and the anti-torque to decrease by △j, and the lift of the left front power assembly 3 and the right rear power assembly 4 to increase by △F and the anti-torque to increase by △j, equation (5) becomes: ((Nj3+△j) + (Nj4+△j)+((F3+△F) + (F4+△F))*sin(ɑ)*dp> (Sj1-△j )+(Sj2-△j )+Sj5………………………………(5-2).

[0109] The aircraft turns counterclockwise N, that is, turns left.

[0110] Equations (5-1), (5-2), and (5) are the equations for the aircraft to turn right, turn left, and maintain heading stability.

[0111] Equations (1), (2), (3), and (5) are the equations for the hovering of the aircraft.

[0112] When the aircraft is in the air, the flight controller controls the lift of each power assembly to be in state (1), (2), (3), and (5), and the aircraft hovers in the air.

[0113] From the above description, it can be seen that the diagonal rotor tilt multi-rotor aircraft can control the pitch, roll and heading of the aircraft only by the lift change of the small rotors of the four power assemblies, and does not require the lift F5 of the middle large rotor 5 to participate. In the process of manipulating the pitch, roll and heading of the diagonal rotor tilt multi-rotor aircraft, the lift F5 of the middle large rotor 5 remains constant. Equation (4) can determine the size of ɑ. The sum of the two horizontal component torques of the left front power assembly 3 and the right rear power assembly 4 balances the anti-torque Sj5 of the middle large rotor 5, ensuring the stable flight of the diagonal rotor tilt multi-rotor aircraft.

[0114] Under the same throttle: F5>F1+F2+F3+F4, the middle large rotor 5 provides most of the lift, and the lift F5 of the middle large rotor 5 changes less frequently, which reduces the motor power change loss and improves the motor power efficiency.

[0115] Figure 2 It consists of an upper figure, a middle figure and a lower figure. The upper figure is a structural axonometric diagram of a diagonal rotor tilt-type multi-rotor aircraft according to a second embodiment of the present invention. The middle figure is a view along the axis of the right front arm toward the center of gravity of the aircraft. The lower figure is a flight principle diagram.

[0116] Figure 2 In the above figure, the bottom of the fuselage body 8 is connected to the landing gear 9, the top of the center of the fuselage body 8 is connected to the middle small tower 25, the top of the middle small tower 25 is connected to the middle large motor 15, the middle large motor 15 is connected to the middle large rotor 5, the rotation axis of the middle large motor 15 is vertically upward, the lift F5 of the middle large rotor 5 is vertically upward, and the middle large rotor 5 rotates counterclockwise N (see the figure below).

[0117] The right front part of the fuselage body 8 is connected to the right front arm 21, the front end of the right front arm 21 is connected to the right front power assembly 1, the small rotor of the right front power assembly 1 rotates clockwise S (see the figure below), the left front part of the fuselage body 8 is connected to the left front arm 23, the front end of the left front arm 23 is connected to the left front power assembly 3, the small rotor of the left front power assembly 3 rotates counterclockwise N, the right rear part of the fuselage body 8 is connected to the right rear arm 24, the rear end of the right rear arm 24 is connected to the right rear power assembly 4, the small rotor of the right rear power assembly 4 rotates counterclockwise N. The rotor rotates counterclockwise N, the left rear part of the fuselage body 8 is connected to the left rear arm 22, the rear end of the left rear arm 22 is connected to the left rear power assembly 2, and the small rotor of the left rear power assembly 2 rotates clockwise S. The line connecting the rotation centers of the four small rotors of the four power assemblies forms a square or rectangle, the center of gravity P of the aircraft overlaps with the center of the square or rectangle, and the axis of the right front arm 21 and the axis of the left rear arm 22 overlap with the diagonal 117 of the square or rectangle facing rightward (see Fig.23 ), the axis of the left front arm 23 and the axis of the right rear arm 24 overlap with the left front diagonal 118 of the square or rectangle (see Fig.23 ).

[0118] Figure 2 In the middle figure, when the right front power assembly 1 is connected, the right front power assembly 1 is tilted toward the left front around the axis of the right front arm 21 (see the figure below), and the rotating surface 191 of the small rotor of the right front power assembly 1 is tilted toward the left front, and the acute angle with the horizontal plane 120 is ɑ (see the small figure in the lower left corner of the middle figure). The lift F1 of the small rotor of the right front power assembly 1 generates a horizontal component F1x perpendicular to the axis of the right front arm 21 in the horizontal plane, and F1x is directed to the left front, F1x=F1*sin(ɑ). The lift F1 of the small rotor of the right front power assembly 1 generates a vertical upward component F1y on the vertical line 121, and F1y=F1*cos(ɑ).

[0119] When the left rear power assembly 2 is connected, the left rear power assembly 2 is tilted toward the right rear around the axis of the left rear arm 22 (see the figure below), and the rotating surface 192 of the small rotor of the left rear power assembly 2 is tilted toward the right rear, and the acute angle with the horizontal plane 120 is ɑ (see the small figure in the lower right corner of the middle figure). The lift F2 of the small rotor of the left rear power assembly 2 generates a component force F2x perpendicular to the axis of the left rear arm 22 in the horizontal plane, and F2x is toward the right rear, F2x=F2*sin(ɑ). The lift F2 of the small rotor of the left rear power assembly 2 generates a vertically upward component force F2y on the vertical line 121, and F2y=F2*cos(ɑ).

[0120] When the left front power assembly 3 is connected, the rotating surface of the small rotor of the left front power assembly 3 is made horizontal.

[0121] When the right rear power assembly 4 is connected, the rotating surface of the small rotor of the right rear power assembly 4 is made horizontal.

[0122] A large electric regulator is set to connect to the middle large motor 15. The large electric regulator, the middle large motor 15, and the middle large rotor 5 constitute a middle large power assembly. The flight controller is connected to the five electric regulators. The flight controller controls the output voltage change of the electric regulator to change the speed of the motor, drive the lift of the rotor to change, and thus change the flight attitude of the aircraft. This constitutes the diagonal rotor tilt-type multi-rotor aircraft in which the middle large rotor 5 rotates counterclockwise by N in the second embodiment.

[0123] Figure 2 In the figure below, the line connecting the rotation centers of the small rotors of the four power assemblies is a square or rectangle, the center of gravity P of the aircraft is at the center of the square or rectangle, and the distances from the rotation centers of the small rotors of the right front power assembly 1, the rotation centers of the small rotors of the left rear power assembly 2, the rotation centers of the small rotors of the left front power assembly 3, and the rotation centers of the small rotors of the right rear power assembly 4 to the center of gravity P of the aircraft are equal, and are all equal to dp.

[0124] The distances from the rotation centers of the small rotors of the right front power assembly 1, the rotation centers of the small rotors of the left rear power assembly 2, the rotation centers of the small rotors of the left front power assembly 3, and the rotation centers of the small rotors of the right rear power assembly 4 to the horizontal axis X passing through the center of gravity P of the aircraft are equal, and are all equal to dx.

[0125] The distances from the rotation centers of the small rotor of the right front power assembly 1, the rotation centers of the small rotor of the left rear power assembly 2, the rotation centers of the small rotor of the left front power assembly 3, and the rotation centers of the small rotor of the right rear power assembly 4 to the longitudinal axis Y passing through the center of gravity P of the aircraft are equal, and are all equal to dy.

[0126] The counter-torque Sj3 of the small rotor of the left front power assembly 3 that rotates counterclockwise by N causes the aircraft to rotate clockwise by S, generating a moment F3*dx that causes the aircraft to pitch backward and a moment F3*dy that causes the aircraft to roll to the right.

[0127] The counter-torque Sj4 of the small rotor of the right rear power assembly 4 that rotates counterclockwise by N causes the aircraft to rotate clockwise by S, generating a moment F4*dx that causes the aircraft to pitch forward and a moment F4*dy that causes the aircraft to roll to the left.

[0128] The counter torque Nj1 of the small rotor of the right front power assembly 1 that rotates clockwise by S causes the aircraft to rotate counterclockwise by N, generating a moment F1x*dp that causes the aircraft to rotate counterclockwise by N, a moment F1y*dx that causes the aircraft to pitch backward, and a moment F1y*dy that causes the aircraft to roll to the right.

[0129] The counter-torque Nj2 of the small rotor of the left rear power assembly 2 that rotates clockwise by S causes the aircraft to rotate counterclockwise by N, generating a torque F2x*dp that causes the aircraft to rotate counterclockwise by N, a torque F2y*dx that causes the aircraft to pitch forward, and a torque F2y*dy that causes the aircraft to roll to the right.

[0130] The rotation center of the middle large rotor 5 overlaps with the center of gravity P of the aircraft. The lift F5 of the middle large rotor does not generate pitch moment and roll moment. The counter-torque Sj5 of the middle large rotor 5 rotating counterclockwise N causes the aircraft to rotate clockwise S.

[0131] The parameters of the right front powertrain 1, the left front powertrain 3, the right rear powertrain 4 and the left rear powertrain 2 are the same. Under the same throttle, the lift generated by the four powertrains is the same, F1=F2, F2=F3, F3=F4; the counter-torques are the same Nj1=Nj2, Sj3= Sj4, Nj1=Sj3 (same quantity but opposite direction), and the counter-torques cancel each other out.

[0132] and Figure 1 Similarly to the first embodiment shown (refer to equation (1)), the gravity balance equation of the aircraft is: F1* cos (ɑ) + F2 *cos (ɑ) + F3 + F4 + F5 = FP………………………… (1-3).

[0133] The aircraft ascent equation is: (F1+F2) *cos (ɑ)+F3+F4+F5>FP………………………………(1-4).

[0134] The descent equation for the aircraft is: (F1+F2) *cos (ɑ)+F3+F4+F5<FP………………………………(1-5).

[0135] Equations (1-4) and (1-5) are the equations for the ascent and descent of the aircraft.

[0136] and Figure 1 Similarly to the first embodiment shown (refer to equation (2)), the pitch balance equation of the aircraft is: F1 * cos (ɑ) + F3 = F2 * cos (ɑ) + F4……………………(2-3).

[0137] When the aircraft is in the air, the flight controller controls the lift differential of the right front power assembly 1, the left front power assembly 3 and the right rear power assembly 4, the left rear power assembly 2 to control the pitch; when the flight controller controls the lift of the right front power assembly 1 and the left front power assembly 3 to increase by △F, and the lift of the right rear power assembly 4 and the left rear power assembly 2 to decrease by △F, equation (2-3) becomes: (F1+△F)* cos (ɑ) + (F3+△F )> (F2-△F )*cos (ɑ)+ (F4-△F) …………………………(2-4).

[0138] The aircraft pitches backward, and equation (2-4) is the pitch equation.

[0139] When the flight controller controls the lift of the right front power assembly 1 and the left front power assembly 3 to decrease by △F, and the lift of the right rear power assembly 4 and the left rear power assembly 2 to increase by △F, equation (2-3) becomes: (F1-△F)* cos (ɑ) + (F3-△F )< (F2+△F )*cos (ɑ) + (F4+△F) …… ...

[0140] The aircraft pitches forward, and equation (2-5) is the pitch equation.

[0141] Equations (2-4), (2-5), and (2-3) are the set of equilibrium equations for the aircraft's backward, forward, and pitching movements.

[0142] and Figure 1 Similarly to the first embodiment shown (refer to equation (3)), the rolling balance equation of the aircraft is: F1*cos(ɑ)+F4 = F3+F2* cos(ɑ)……………………(3-3).

[0143] When the aircraft is in the air, the flight controller controls the lift differential of the right front power assembly 1, the right rear power assembly 4 and the left front power assembly 3, the left rear power assembly 2 to control the roll; when the flight controller controls the lift of the right front power assembly 1 and the right rear power assembly 4 to increase by △F, and the lift of the left front power assembly 3 and the left rear power assembly 2 to decrease by △F, equation (3-3) becomes: (F1+△F)*cos (ɑ) + (F4+△F)> (F3-△F)+(F2-△F)* cos (ɑ) ………………………………(3-4).

[0144] The aircraft rolls to the left, and equation (3-4) is the left rolling equation.

[0145] When the flight controller controls the lift of the right front power assembly 1 and the right rear power assembly 4 to decrease by △F, and the lift of the left front power assembly 3 and the left rear power assembly 2 to increase by △F, equation (3-3) becomes: (F1-△F)*cos (ɑ) + (F4-△F)< (F3+△F)+(F2+△F)* cos (ɑ) ………………………………(3-5).

[0146] The aircraft rolls to the right, and equation (3-5) is the equation for the right roll.

[0147] Equations (3-4), (3-5), and (3-3) are the balance equations for the aircraft's roll to the left, roll to the right, and roll.

[0148] and Figure 1 The first embodiment shown is similar (refer to formula (4)), and an appropriate ɑ value is selected so that: (F1 + F2)*sin (ɑ)*dp=Sj5……………………(4-1) The equation to keep the aircraft heading stable is (refer to equation (5)): (Nj1+ Nj2)+(F1+F2)*sin(ɑ)*dp=(Sj3+Sj4)+Sj5………(5-3).

[0149] When the aircraft is in the air, the flight controller controls the lift differential of the right front power assembly 1, the left rear power assembly 2 and the left front power assembly 3, the right rear power assembly 4 to control the heading; when the flight controller controls the lift of the right front power assembly 1 and the left rear power assembly 2 to increase by △F, the anti-torque increases by △j, and the lift of the left front power assembly 3 and the right rear power assembly 4 to decrease by △F, and the anti-torque decreases by △j, equation (5-3) becomes: ((Nj1+△j) + (Nj2+△j)+((F1+△F) + (F2+△F))*sin(ɑ)*dp> (Sj3-△j )+(Sj4-△j )+Sj5……………………………………(5-4).

[0150] The aircraft turns counterclockwise N, that is, turns left.

[0151] When the flight controller controls the lift of the right front power assembly 1 and the left rear power assembly 2 to decrease by △F and the anti-torque to decrease by △j, and the lift of the left front power assembly 3 and the right rear power assembly 4 to increase by △F and the anti-torque to increase by △j, equation (5-3) becomes: ((Nj1-△j) + (Nj2-△j) + ((F1-△F) + (F2-△F))*sin (ɑ)*dp< (Sj3+△j )+(Sj4+△j )+Sj5……………………………………(5-5).

[0152] The aircraft turns clockwise S, that is, turns right.

[0153] Equations (5-4), (5-5), and (5-3) are the equations for the aircraft to turn left, turn right, and maintain heading stability.

[0154] Equations (1-3), (2-3), (3-3), and (5-3) are the equations for the hovering of the aircraft.

[0155] When the aircraft is in the air, the flight controller controls the lift of each power assembly to be in the state of (1-3), (2-3), (3-3), and (5-3), and the aircraft hovers in the air.

[0156] From the above description, it can be seen that the aircraft of the second embodiment also only needs the lift changes of the small rotors of the four power assemblies to control the pitch, roll and heading of the aircraft, and does not need the participation of the lift F5 of the middle large rotor 5. In the process of manipulating the pitch, roll and heading of the diagonal rotor tilt-type multi-rotor aircraft, the lift F5 of the middle large rotor 5 remains constant. Equation (4-1) can determine the size of ɑ. The sum of the two horizontal component torques of the right front power assembly 1 and the left rear power assembly 2 balances the anti-torque Sj5 of the middle large rotor 5, ensuring the stable flight of the diagonal rotor tilt-type multi-rotor aircraft.

[0157] Under the same throttle: F5>F1+F2+F3+F4, the middle large rotor 5 provides most of the lift, and the lift F5 of the middle large rotor 5 changes less frequently, which reduces the motor power change loss and improves the motor power efficiency.

[0158] Figure 3 It consists of an upper figure, a middle figure and a lower figure. The upper figure is a structural axonometric diagram of a diagonal rotor tilt-type multi-rotor aircraft according to a third embodiment of the present invention. The middle figure is a view along the axis of the right front arm toward the center of gravity of the aircraft. The lower figure is a flight principle diagram.

[0159] Figure 3 In the above figure, the bottom of the fuselage body 8 is connected to the landing gear 9, the top of the center of the fuselage body 8 is connected to the middle small tower 25, the top of the middle small tower 25 is connected to the middle large motor 15, the middle large motor 15 is connected to the middle large rotor 5, the rotation axis of the middle large motor 15 is vertically upward, the lift F5 of the middle large rotor 5 is vertically upward, and the middle large rotor 5 rotates S clockwise.

[0160] The right front part of the fuselage body 8 is connected to the right front arm 21, the front end of the right front arm 21 is connected to the right front power assembly 1, the small rotor of the right front power assembly 1 rotates counterclockwise N (see the figure below), the left front part of the fuselage body 8 is connected to the left front arm 23, the front end of the left front arm 23 is connected to the left front power assembly 3, the small rotor of the left front power assembly 3 rotates clockwise S, the right rear part of the fuselage body 8 is connected to the right rear arm 24, the rear end of the right rear arm 24 is connected to the right rear power assembly 4, the small rotor of the right rear power assembly 4 rotates clockwise The rotor rotates clockwise S, the left rear part of the fuselage body 8 is connected to the left rear arm 22, the rear end of the left rear arm 22 is connected to the left rear power assembly 2, and the small rotor of the left rear power assembly 2 rotates counterclockwise N. The line connecting the rotation centers of the four small rotors of the four power assemblies forms a square or rectangle, the center of gravity P of the aircraft overlaps with the center of the square or rectangle, and the axis of the right front arm 21 and the axis of the left rear arm 22 overlap with the diagonal 117 of the square or rectangle facing rightward (see Fig.23 ), the axis of the left front arm 23 and the axis of the right rear arm 24 overlap with the left front diagonal 118 of the square or rectangle (see Fig.23 ).

[0161] Figure 3 In the middle figure, when the right front power assembly 1 is connected, the right front power assembly 1 is tilted to the right rear around the axis of the right front arm 21 (see the figure below), and the rotating surface 191 of the small rotor of the right front power assembly 1 is tilted to the right rear, and the acute angle with the horizontal plane 120 is ɑ (see the small figure in the lower right corner of the middle figure). The lift F1 of the small rotor of the right front power assembly 1 is tilted to the right rear, and the acute angle with the vertical line 121 is ɑ. The lift F1 of the small rotor of the right front power assembly 1 generates a horizontal component F1x perpendicular to the axis of the right front arm 21 on the horizontal plane 120, F1x is to the right rear, F1x=F1*sin(ɑ), and the lift F1 of the small rotor of the right front power assembly 1 generates a vertical upward component F1y on the vertical line 121, F1y=F1*cos(ɑ).

[0162] When the left rear power assembly 2 is connected, the left rear power assembly 2 is tilted toward the left front around the axis of the left rear arm 22 (see the figure below), and the rotating surface 192 of the small rotor of the left rear power assembly 2 is tilted toward the left front, and the acute angle with the horizontal plane 120 is ɑ (see the small figure in the lower left corner of the middle figure). The lift F2 of the small rotor of the left rear power assembly 2 is tilted toward the left front, and the acute angle with the vertical line 121 is ɑ. The lift F2 of the small rotor of the left rear power assembly 2 generates a horizontal component F2x perpendicular to the axis of the left rear arm 22 on the horizontal plane 120, F2x is toward the left front, F2x=F2*sin(ɑ), and the lift F2 of the small rotor of the left rear power assembly 2 generates a vertical upward component F2y on the vertical line 121, F2y=F2*cos(ɑ).

[0163] When the left front power assembly 3 is connected, the rotating surface of the small rotor of the left front power assembly 3 is made horizontal.

[0164] When the right rear power assembly 4 is connected, the rotating surface of the small rotor of the right rear power assembly 4 is made horizontal.

[0165] A large electric regulator is set to connect the middle large motor 15. The large electric regulator, the middle large motor 15, and the middle large rotor 5 constitute a middle large power assembly. The flight controller is connected to the five electric regulators. The flight controller controls the output voltage change of the electric regulator to change the speed of the motor, drive the lift of the rotor to change, and thus change the flight attitude of the aircraft. This constitutes the diagonal rotor tilt-type multi-rotor aircraft in which the middle large rotor 5 rotates clockwise in S in the third embodiment.

[0166] Figure 3 In the figure below, the line connecting the rotation centers of the small rotors of the four power assemblies is a square or rectangle, the center of gravity P of the aircraft is at the center of the square or rectangle, and the distances from the rotation centers of the small rotors of the right front power assembly 1, the rotation centers of the small rotors of the left rear power assembly 2, the rotation centers of the small rotors of the left front power assembly 3, and the rotation centers of the small rotors of the right rear power assembly 4 to the center of gravity P of the aircraft are equal, and are all equal to dp.

[0167] The distances from the rotation centers of the small rotors of the right front power assembly 1, the rotation centers of the small rotors of the left rear power assembly 2, the rotation centers of the small rotors of the left front power assembly 3, and the rotation centers of the small rotors of the right rear power assembly 4 to the horizontal axis X passing through the center of gravity P of the aircraft are equal, and are all equal to dx.

[0168] The distances from the rotation centers of the small rotor of the right front power assembly 1, the rotation centers of the small rotor of the left rear power assembly 2, the rotation centers of the small rotor of the left front power assembly 3, and the rotation centers of the small rotor of the right rear power assembly 4 to the longitudinal axis Y passing through the center of gravity P of the aircraft are equal, and are all equal to dy.

[0169] The counter-torque Sj1 of the small rotor of the right front power assembly 1 rotating counterclockwise by N causes the aircraft to rotate clockwise by S, the moment F1x*dp causing the aircraft to rotate clockwise by S, the moment F1y*dx causing the aircraft to pitch backward, and the moment F1y*dy causing the aircraft to roll to the left.

[0170] The counter-torque Sj2 of the small rotor of the left rear power assembly 2 rotating counterclockwise by N causes the aircraft to rotate clockwise by S, generating a moment F2x*dp causing the aircraft to rotate clockwise by S, a moment F2y*dx causing the aircraft to pitch forward, and a moment F2y*dy causing the aircraft to roll to the right.

[0171] The counter torque Nj3 of the small rotor of the left front power assembly 3 that rotates clockwise by S causes the aircraft to rotate counterclockwise by N, a moment F3*dx that causes the aircraft to pitch backward, and a moment F3*dy that causes the aircraft to roll to the right.

[0172] The counter torque Nj4 of the small rotor of the right rear power assembly 4 that rotates clockwise by S causes the aircraft to rotate counterclockwise by N, a moment F4*dx that causes the aircraft to pitch forward, and a moment F4*dy that causes the aircraft to roll to the left.

[0173] The rotation center of the middle large rotor 5 overlaps with the center of gravity P of the aircraft. The middle large rotor generates lift F5 but does not generate pitch moment and roll moment. The counter torque Nj5 of the middle large rotor rotating clockwise S causes the aircraft to rotate counterclockwise N.

[0174] The parameters of the right front powertrain 1, the left front powertrain 3, the right rear powertrain 4 and the left rear powertrain 2 are the same. Under the same throttle, the lift generated by the four powertrains is the same, F1=F2, F2=F3, F3=F4; the counter-torques are the same Sj1=Sj2, Nj3= Nj4, Sj1=Nj3 (same quantity but opposite direction), and the counter-torques cancel each other out.

[0175] and Figure 1 Similarly to the first embodiment shown (refer to equation (1)), the gravity balance equation of the aircraft is: (F1+F2)*cos(ɑ)+F3+F4 +F5=FP……………………(1-6).

[0176] The aircraft ascent equation is: (F1+F2)*cos(ɑ)+F3+F4 +F5>FP………………………………(1-7).

[0177] The aircraft descent equation is: (F1+F2)*cos(ɑ)+F3+F4 +F5<FP………………………………(1-8).

[0178] Equations (1-7) and (1-8) are the ascent and descent equations of the aircraft of the third embodiment.

[0179] and Figure 1 Similarly to the first embodiment shown (refer to equation (2)), the pitch balance equation of the aircraft is: F1 * cos (ɑ) + F3 = F2 * cos (ɑ) + F4…………………… (2-6).

[0180] The pitch equation for the aircraft is: (F1+△F)* cos (ɑ) + (F3+△F )> (F2-△F )*cos (ɑ)+ (F4-△F) …… ...

[0181] The pitch equation for the aircraft is: (F1-△F)* cos (ɑ) + (F3-△F )< (F2+△F )*cos (ɑ) + (F4+△F) …… ...

[0182] Equations (2-7), (2-8), and (2-6) are the set of equilibrium equations for the aircraft's rollback, forward pitch, and pitch.

[0183] and Figure 1 Similarly to the first embodiment shown (refer to equation (3)), the rolling balance equation of the aircraft is: F1*cos(ɑ)+F4 = F3+F2* cos(ɑ)……………………(3-6).

[0184] The left roll equation of the aircraft is: (F1+△F)*cos (ɑ) + (F4+△F)> (F3-△F)+(F2-△F)* cos (ɑ) ………………………………(3-7).

[0185] The right roll equation of the aircraft is: (F1-△F)*cos(ɑ) + (F4-△F)<(F3+△F)+(F2+△F)* cos(ɑ) ………………………………(3-8).

[0186] Equations (3-7), (3-8), and (3-6) are the left roll, right roll, and roll balance equations of the aircraft.

[0187] and Figure 1 The first embodiment shown is similar (refer to formula (4)), and an appropriate ɑ value is selected so that: (F1 + F2)*sin (ɑ)*dp=Nj5……………………(4-2) The equation to keep the aircraft heading stable is: (Sj1+ Sj2)+(F1+F2)*sin(ɑ)*dp=(Nj3+Nj4)+Nj5………(5-6).

[0188] The equation for turning the aircraft clockwise S, that is, turning right, is: ((Sj1+△j) + (Sj2+△j)+((F1+△F) + (F2+△F))*sin(ɑ)*dp> (Nj3-△j )+(Nj4-△j )+Nj5………………………………(5-7).

[0189] The equation for turning the aircraft counterclockwise by N, that is, turning left, is: ((Sj1-△j) + (Sj2-△j) + ((F1-△F) + (F2-△F))*sin (ɑ)*dp< (Nj3+△j )+(Nj4+△j )+Nj5…………………… (5-8).

[0190] Equations (5-7), (5-8), and (5-6) are the equations for the aircraft to turn right, turn left, and maintain heading stability.

[0191] Equations (1-6), (2-6), (3-6), and (5-6) are the equations for the hovering of the aircraft.

[0192] When the aircraft is in the air, the flight controller controls the lift of each power assembly to be in the state of (1-6), (2-6), (3-6), and (5-6), and the aircraft hovers in the air.

[0193] From the above description, it can be seen that the aircraft of the third embodiment only needs the lift changes of the small rotors of the four power assemblies to control the pitch, roll and heading of the aircraft, and does not need the participation of the lift F5 of the middle large rotor 5. In the process of manipulating the pitch, roll and heading of the diagonal rotor tilt-type multi-rotor aircraft, the lift F5 of the middle large rotor 5 remains constant. Equation (4-2) can determine the size of ɑ. The sum of the two horizontal component torques of the right front power assembly 1 and the left rear power assembly 2 balances the anti-torque Nj5 of the middle large rotor 5, ensuring the stable flight of the diagonal rotor tilt-type multi-rotor aircraft.

[0194] Under the same throttle: F5>F1+F2+F3+F4, the middle large rotor 5 provides most of the lift, and the lift F5 of the middle large rotor 5 changes less frequently, which reduces the motor power change loss and improves the motor power efficiency.

[0195] Figure 4 It consists of an upper figure, a middle figure and a lower figure. The upper figure is an axonometric view of a diagonal rotor tilt-type multi-rotor aircraft according to the fourth embodiment of the present invention, the middle figure is a view along the axis of the right rear arm looking toward the center of gravity of the aircraft, and the lower figure is a flight principle diagram.

[0196] Figure 4 In the above figure, the bottom of the fuselage body 8 is connected to the landing gear 9, the top of the center of the fuselage body 8 is connected to the middle small tower 25, the top of the middle small tower 25 is connected to the middle large motor 15, the middle large motor 15 is connected to the middle large rotor 5, the rotation axis of the middle large motor 15 is vertically upward, the lift F5 of the middle large rotor 5 is vertically upward, and the rotation direction of the middle large rotor 5 is clockwise S.

[0197] The right front part of the fuselage body 8 is connected to the right front arm 21, the front end of the right front arm 21 is connected to the right front power assembly 1, the small rotor of the right front power assembly 1 rotates clockwise S (see the figure below), the left front part of the fuselage body 8 is connected to the left front arm 23, the front end of the left front arm 23 is connected to the left front power assembly 3, the small rotor of the left front power assembly 3 rotates counterclockwise N, the right rear part of the fuselage body 8 is connected to the right rear arm 24, the rear end of the right rear arm 24 is connected to the right rear power assembly 4, the small rotor of the right rear power assembly 4 rotates counterclockwise N. The rotor rotates counterclockwise N, the left rear part of the fuselage body 8 is connected to the left rear arm 22, the rear end of the left rear arm 22 is connected to the left rear power assembly 2, and the small rotor of the left rear power assembly 2 rotates clockwise S. The line connecting the rotation centers of the four small rotors of the four power assemblies forms a square or rectangle, the center of gravity P of the aircraft overlaps with the center of the square or rectangle, and the axis of the right front arm 21 and the axis of the left rear arm 22 overlap with the diagonal 117 of the square or rectangle facing rightward (see Fig.23 ), the axis of the left front arm 23 and the axis of the right rear arm 24 overlap with the left front diagonal 118 of the square or rectangle (see Fig.23 ).

[0198] Figure 4 In the middle figure, when the left front power assembly 3 is connected, the left front power assembly 3 is tilted to the right front around the axis of the left front arm 23 (see the figure below), and the rotating surface 193 of the small rotor of the left front power assembly 3 is tilted to the right front, and the acute angle with the horizontal plane 120 is ɑ (see the small figure in the lower left corner of the middle figure). The lift F3 of the small rotor of the left front power assembly 3 is tilted to the right front, and the acute angle with the vertical line 121 is ɑ. The lift F3 of the small rotor of the left front power assembly 3 generates a horizontal component F3x perpendicular to the axis of the left front arm 23 on the horizontal plane 120, F3x is to the right front, F3x=F3*sin(ɑ), and the lift F3 of the small rotor of the left front power assembly 3 generates a vertical upward component F3y on the vertical line 121, F3y=F3*cos(ɑ).

[0199] When the right rear power assembly 4 is connected, the right rear power assembly 4 is tilted toward the left rear around the axis of the right rear arm 24 (see the figure below), the rotating surface 194 of the small rotor of the right rear power assembly 4 is tilted toward the left rear, and the acute angle with the horizontal plane 120 is ɑ (see the small figure in the lower right corner of the middle figure), the lift F4 of the small rotor of the right rear power assembly 4 is tilted toward the left rear, and the acute angle with the vertical line 121 is ɑ, the lift F4 of the small rotor of the right rear power assembly 4 generates a horizontal component F4x perpendicular to the axis of the right rear arm 24 on the horizontal plane 120, F4x is toward the left rear, F4x=F4*sin(ɑ), the lift F4 of the small rotor of the right rear power assembly 4 generates a vertical upward component F4y on the vertical line 121, F4y=F4*cos(ɑ).

[0200] When connecting the right front power assembly 1, the rotating surface of the small rotor of the right front power assembly 1 is made horizontal.

[0201] When the left rear power assembly 2 is connected, the rotating surface of the small rotor of the left rear power assembly 2 is made horizontal.

[0202] A large electric regulator is set to connect the middle large motor 15. The large electric regulator, the middle large motor 15, and the middle large rotor 5 constitute a middle large power assembly. The flight controller is connected to the five electric regulators. The flight controller controls the output voltage change of the electric regulator to change the speed of the motor, drive the lift of the rotor to change, and thus change the flight attitude of the aircraft. This constitutes the diagonal rotor tilt-type multi-rotor aircraft in which the middle large rotor 5 rotates clockwise in S of the fourth embodiment.

[0203] Figure 4 In the figure below, the line connecting the rotation centers of the small rotors of the four power assemblies is a square or rectangle, the center of gravity P of the aircraft is at the center of the square or rectangle, and the distances from the rotation centers of the small rotors of the right front power assembly 1, the rotation centers of the small rotors of the left rear power assembly 2, the rotation centers of the small rotors of the left front power assembly 3, and the rotation centers of the small rotors of the right rear power assembly 4 to the center of gravity P of the aircraft are equal, and are all equal to dp.

[0204] The distances from the rotation centers of the small rotors of the right front power assembly 1, the rotation centers of the small rotors of the left rear power assembly 2, the rotation centers of the small rotors of the left front power assembly 3, and the rotation centers of the small rotors of the right rear power assembly 4 to the horizontal axis X passing through the center of gravity P of the aircraft are equal, and are all equal to dx.

[0205] The distances from the rotation centers of the small rotor of the right front power assembly 1, the rotation centers of the small rotor of the left rear power assembly 2, the rotation centers of the small rotor of the left front power assembly 3, and the rotation centers of the small rotor of the right rear power assembly 4 to the longitudinal axis Y passing through the center of gravity P of the aircraft are equal, and are all equal to dy.

[0206] The counter torque Nj1 of the small rotor of the right front power assembly 1 rotating clockwise by S causes the aircraft to rotate counterclockwise by N, generating a moment F1*dx that causes the aircraft to pitch backward and a moment F1*dy that causes the aircraft to roll to the left.

[0207] The counter torque Nj2 of the small rotor of the left rear power assembly 2 that rotates clockwise by S causes the aircraft to rotate counterclockwise by N, generating a moment F2*dx that causes the aircraft to pitch forward and a moment F2*dy that causes the aircraft to roll to the right.

[0208] The counter-torque Sj3 of the small rotor of the left front power assembly 3 that rotates counterclockwise by N causes the aircraft to rotate clockwise by S, generating a moment F3x*dp that causes the aircraft to rotate clockwise by S, a moment F3y*dx that causes the aircraft to tilt backward, and a moment F3y*dy that causes the aircraft to roll to the right.

[0209] The counter-torque Sj4 of the small rotor of the right rear power assembly 4 that rotates counterclockwise by N causes the aircraft to rotate clockwise by S, generating a moment F4x*dp that causes the aircraft to rotate clockwise by S, a moment F4y*dx that causes the aircraft to pitch forward, and a moment F4y*dy that causes the aircraft to roll to the left.

[0210] The rotation center of the middle large rotor 5 overlaps with the center of gravity P of the aircraft. The lift F5 of the middle large rotor does not generate pitch moment and roll moment. The counter torque Nj5 of the middle large rotor rotating clockwise S causes the aircraft to rotate counterclockwise N.

[0211] The parameters of the right front powertrain 1, the left front powertrain 3, the right rear powertrain 4 and the left rear powertrain 2 are the same. Under the same throttle, the lift generated by the four powertrains is the same, F1=F2, F2=F3, F3=F4; the counter-torques are the same Nj1=Nj2, Sj3= Sj4, Nj1=Sj3 (same quantity but opposite direction), and the counter-torques cancel each other out.

[0212] and Figure 1 Similarly to the first embodiment shown (refer to equation (1)), the gravity balance equation of the aircraft is: F1+F2+(F3 +F4) *cos(ɑ)+F5=FP……………………(1-9).

[0213] The aircraft ascent equation is: F1+F2+(F3 +F4) *cos(ɑ)+F5>FP………………………………(1-10).

[0214] The descent equation for the aircraft is: F1+F2+(F3 +F4) *cos(ɑ)+F5<FP………………………………(1-11).

[0215] Equations (1-10) and (1-11) are the ascent and descent equations of the aircraft in the fourth embodiment.

[0216] and Figure 1 Similarly to the first embodiment shown (refer to equation (2)), the pitch balance equation of the aircraft is: F1 +F3* cos(ɑ) = F2+F4 *cos(ɑ)……………………(2-9).

[0217] The pitch equation for the aircraft is: (F1+△F) + (F3+△F )* cos (ɑ)> (F2-△F )+(F4-△F) *cos (ɑ) …… ...

[0218] The pitch equation for the aircraft is: (F1-△F) + (F3-△F)* cos (ɑ)< (F2+△F) + (F4+△F) *cos (ɑ) …… ...

[0219] Equations (2-10), (2-11), and (2-9) are the set of equilibrium equations for the aircraft's rollback, forward pitch, and nose-down.

[0220] and Figure 1 Similarly to the first embodiment shown (refer to equation (3)), the rolling balance equation of the aircraft is: F1+F4 *cos(ɑ)= F3* cos(ɑ)+F2……………………(3-9).

[0221] The left roll equation of the aircraft is: (F1+△F) + (F4+△F) *cos (ɑ)> (F3-△F)* cos (ɑ)+ (F2-△F) …… ...

[0222] The right roll equation of the aircraft is: (F1-△F) + (F4-△F) *cos (ɑ)< (F3+△F)* cos (ɑ)+ (F2+△F) …… ...

[0223] Equations (3-10), (3-11), and (3-9) are the left roll, right roll, and roll balance equations of the aircraft.

[0224] and Figure 1 The first embodiment shown is similar (refer to formula (4)), and an appropriate ɑ value is selected so that: (F3 + F4)*sin(ɑ)*dp=Nj5……………………(4-3).

[0225] The equation to keep the aircraft heading stable is (refer to equation (5)): (Sj3+Sj4)+(F3+F4)*sin(ɑ)*dp=(Nj1+Nj2)+Nj5………(5-9).

[0226] The equation for turning the aircraft clockwise S, that is, turning right, is: ((Sj3+△j) + (Sj4+△j)+((F3+△F) + (F4+△F))*sin(ɑ)*dp> (Nj1-△j )+(Nj2-△j )+Nj5………………………………(5-10).

[0227] The equation for turning the aircraft counterclockwise by N, that is, turning left, is: ((Sj3-△j) + (Sj4-△j) + ((F3-△F) + (F4-△F))*sin (ɑ)*dp< (Nj1+△j )+(Nj2+△j )+Nj5………………………………(5-11).

[0228] Equations (5-10), (5-11), and (5-9) are the equations for the aircraft to turn right, turn left, and maintain heading stability.

[0229] Equations (1-9), (2-9), (3-9), and (5-9) are the set of equations for the hovering of the aircraft.

[0230] When the aircraft is in the air, the flight controller controls the lift of each power assembly to be in the state of (1-9), (2-9), (3-9), and (5-9), and the aircraft hovers in the air.

[0231] From the above description, it can be seen that the aircraft of the fourth embodiment also only needs the lift changes of the small rotors of the four power assemblies to control the pitch, roll and heading of the aircraft, and does not need the participation of the lift F5 of the middle large rotor 5. In the process of manipulating the pitch, roll and heading of the diagonal rotor tilt-type multi-rotor aircraft, the lift F5 of the middle large rotor 5 remains constant, and equation (4-3) determines the size of ɑ. The sum of the two horizontal component torques of the left front power assembly 3 and the right rear power assembly 4 balances the anti-torque Nj5 of the middle large rotor 5, ensuring the stable flight of the diagonal rotor tilt-type multi-rotor aircraft.

[0232] Under the same throttle: F5>F1+F2+F3+F4, the middle large rotor 5 provides most of the lift, and the lift F5 of the middle large rotor 5 changes less frequently, which reduces power change loss and improves power efficiency.

[0233] The diagonal rotor tilt-type multi-rotor aircraft from the first to the fourth embodiments have the following common features: the horizontal component of force generated by the tilted rotating surfaces of two diagonal small rotors of one of the four power assembly's small rotors balances the torque of the aircraft's rotation by the counter-torque of the middle large rotor, and the rotating surfaces of the other two diagonal small rotors are horizontal. During the process of manipulating the pitch, roll and heading of the diagonal rotor tilt-type multi-rotor aircraft, the lift of the middle large rotor remains constant, and the lift changes less frequently. In addition to being driven by an electric motor with a fast throttle response, the middle large rotor can also be driven by a fuel engine with a slower throttle response.

[0234] When it is necessary to tilt a pair of diagonal powertrains, the common point is: when the counter-torque of the small rotor of the powertrain causes the direction of rotation of the aircraft to be tilted with the rotation plane of the small rotor of the powertrain, the horizontal component of its lift force relative to the torque of the center of gravity of the aircraft makes the direction of rotation of the aircraft the same. The tilt direction of the small rotor is determined based on this principle.

[0235] Figure 5 The embodiment shown is to Figure 1 The middle large motor driving the middle large rotor in the embodiment shown is changed to a piston engine driving the middle large rotor. Figure 6 The embodiment shown is changed to a jet engine to replace the middle large motor and the middle large rotor. Figure 2 , Figure 3 , Figure 4 The middle large motor driving the middle large rotor in the embodiment can also be modified in the same way.

[0236] Figure 5 It consists of an upper figure, a middle figure and a lower figure. The upper figure is an axonometric view of a diagonal rotor tilt-type multi-rotor aircraft according to the fifth embodiment of the present invention, the middle figure is a view along the axis of the right rear arm looking toward the center of gravity of the aircraft, and the lower figure is a flight principle diagram.

[0237] Figure 5 In the above figure, the bottom of the fuselage body 8 is connected to the duck-foot landing gear 91, the center top of the fuselage body 8 is connected to the middle small tower 25, and the top of the middle small tower 25 is connected to the fuel engine shock absorption assembly 223 (see Fig.25 ), the fuel engine shock absorbing assembly 223 is connected to the piston fuel engine 35, the piston fuel engine 35 is connected to the middle large rotor 5, the rotation axis of the middle large motor 15 is vertically upward, the lift F5 of the middle large rotor 5 is vertically upward, and the rotation direction of the middle large rotor 5 is counterclockwise N.

[0238] The right front part of the fuselage body 8 is connected to the right front arm 21, the front end of the right front arm 21 is connected to the right front power assembly 1, the small rotor of the right front power assembly 1 rotates counterclockwise N (see the figure below), the left front part of the fuselage body 8 is connected to the left front arm 23, the front end of the left front arm 23 is connected to the left front power assembly 3, the small rotor of the left front power assembly 3 rotates clockwise S, the right rear part of the fuselage body 8 is connected to the right rear arm 24, the rear end of the right rear arm 24 is connected to the right rear power assembly 4, the small rotor of the right rear power assembly 4 rotates clockwise The rotor rotates clockwise S, the left rear part of the fuselage body 8 is connected to the left rear arm 22, the rear end of the left rear arm 22 is connected to the left rear power assembly 2, and the small rotor of the left rear power assembly 2 rotates counterclockwise N. The line connecting the rotation centers of the four small rotors of the four power assemblies forms a square or rectangle, the center of gravity P of the aircraft overlaps with the center of the square or rectangle, and the axis of the right front arm 21 and the axis of the left rear arm 22 overlap with the diagonal 117 of the square or rectangle facing rightward (see Fig.23), the axis of the left front arm 23 and the axis of the right rear arm 24 overlap with the left front diagonal 118 of the square or rectangle (see Fig.23 ).

[0239] Figure 5 In the middle figure, when the right front power assembly 1 is connected, the rotating surface of the small rotor of the right front power assembly 1 is made horizontal.

[0240] When the left rear power assembly 2 is connected, the rotating surface of the small rotor of the left rear power assembly 2 is made horizontal.

[0241] When the left front power assembly 3 is connected, the left front power assembly 3 tilts toward the left rear around the axis of the left front arm 23, so that the rotating surface 193 of the small rotor of the left front power assembly 3 tilts toward the left rear, and the acute angle with the horizontal plane 120 is ɑ (see the small picture in the lower right corner of the middle figure). The lift F3 of the small rotor of the left front power assembly 3 tilts toward the left rear, and the acute angle with the vertical line 121 is ɑ. The lift F3 of the small rotor of the left front power assembly 3 generates a component force F3x perpendicular to the axis of the left front arm 23 on the horizontal plane 120, F3x is toward the left rear, F3x=F3*sin(ɑ), and the lift F3 of the small rotor of the left front power assembly 3 generates a vertically upward component force F3y on the vertical line 121, F3y=F3*cos(ɑ).

[0242] When the right rear power assembly 4 is connected, the right rear power assembly 4 tilts toward the right front around the axis of the right rear arm 24, so that the rotating surface 194 of the small rotor of the right rear power assembly 4 tilts toward the right front, and the acute angle with the horizontal plane 120 is ɑ (see the small figure in the lower left corner of the middle figure). The lift F4 of the small rotor of the right rear power assembly 4 tilts toward the right front, and the acute angle with the vertical line 121 is ɑ. The lift F4 of the small rotor of the right rear power assembly 4 generates a horizontal component F4x perpendicular to the axis of the right rear arm 24 on the horizontal plane 120, F4x is toward the right front, F4x=F4*sin(ɑ), and the lift F4 of the small rotor of the right rear power assembly 4 generates a vertical upward component F4y on the vertical line 121, F4y=F4*cos(ɑ). A servo is connected to the throttle lever of the piston fuel engine, and a flight controller is connected to the servo and four electric regulators. The flight controller controls the servo to change the throttle size and the output voltage of the electric regulator, so that the rotation speed of the piston fuel engine and the motor changes, which drives the lift of the rotor to change, thereby changing the flight attitude of the aircraft. This constitutes a diagonal rotor tilt-type multi-rotor aircraft in which the large central rotor 5 rotates counterclockwise by N in the fifth embodiment.

[0243] Figure 5In the figure below, the line connecting the rotation centers of the small rotors of the four power assemblies is a square or rectangle, the center of gravity P of the aircraft is at the center of the square or rectangle, and the distances from the rotation centers of the small rotors of the right front power assembly 1, the rotation centers of the small rotors of the left rear power assembly 2, the rotation centers of the small rotors of the left front power assembly 3, and the rotation centers of the small rotors of the right rear power assembly 4 to the center of gravity P of the aircraft are equal, and are all equal to dp.

[0244] The distances from the rotation centers of the small rotors of the right front power assembly 1, the rotation centers of the small rotors of the left rear power assembly 2, the rotation centers of the small rotors of the left front power assembly 3, and the rotation centers of the small rotors of the right rear power assembly 4 to the horizontal axis X passing through the center of gravity P of the aircraft are equal, and are all equal to dx.

[0245] The distances from the rotation centers of the small rotor of the right front power assembly 1, the rotation centers of the small rotor of the left rear power assembly 2, the rotation centers of the small rotor of the left front power assembly 3, and the rotation centers of the small rotor of the right rear power assembly 4 to the longitudinal axis Y passing through the center of gravity P of the aircraft are equal, and are all equal to dy.

[0246] The fifth embodiment of the diagonal rotor tilt-type multi-rotor aircraft with large rotors rotating counterclockwise by N is a first embodiment in which the middle large motor 15 of the diagonal rotor tilt-type multi-rotor aircraft with large rotors rotating counterclockwise by N is replaced with a piston fuel engine 35, so the flight control method is exactly the same, see Figure 1 illustrate.

[0247] Figure 6 It consists of an upper figure, a middle figure and a lower figure. The upper figure is an axonometric view of a diagonal rotor tilt-type multi-rotor aircraft according to the sixth embodiment of the present invention, the middle figure is a view along the axis of the right rear arm looking toward the center of gravity of the aircraft, and the lower figure is a flight principle diagram.

[0248] Figure 6 In the above figure, the bottom of the fuselage body 8 is connected to the duckfoot landing gear 91, the center of the turbojet engine compartment 36 at the bottom of the fuselage body 8 is connected to the middle turbojet engine 66, the turbine of the middle turbojet engine 66 rotates counterclockwise N, and the lift F66 generated is vertically upward, the air inlet 33 is connected to the rear of the fuselage body 8, the air inlet 33 passes through the common cabin 37 from the top and enters the turbojet engine compartment 36, and the air flows from the top of the fuselage body 8 into the bottom turbojet engine compartment 36.

[0249] The right front part of the top of the fuselage body 8 is connected to the right front arm 21, the front end of the right front arm 21 is connected to the right front power assembly 1, the small rotor of the right front power assembly 1 rotates counterclockwise N (see the figure below), the left front part of the top of the fuselage body 8 is connected to the left front arm 23, the front end of the left front arm 23 is connected to the left front power assembly 3, the small rotor of the left front power assembly 3 rotates clockwise S, the right rear part of the top of the fuselage body 8 is connected to the right rear arm 24, the rear end of the right rear arm 24 is connected to the right rear power assembly 4, the right rear power assembly The small rotor of 4 rotates S clockwise, the left rear part of the top of the fuselage body 8 is connected to the left rear arm 22, the rear end of the left rear arm 22 is connected to the left rear power assembly 2, and the small rotor of the left rear power assembly 2 rotates N counterclockwise, and the line connecting the rotation centers of the four small rotors of the four power assemblies is a square or a rectangle, the center of gravity P of the aircraft overlaps with the center of the square or the rectangle, and the axis of the right front arm 21 and the axis of the left rear arm 22 overlap with the diagonal 117 of the square or the rectangle to the right front (see Fig.23 ), the axis of the left front arm 23 and the axis of the right rear arm 24 overlap with the left front diagonal 118 of the square or rectangle (see Fig.23 ).

[0250] Figure 6 In the middle figure, when the right front power assembly 1 is connected, the rotating surface of the small rotor of the right front power assembly 1 is made horizontal.

[0251] When the left rear power assembly 2 is connected, the rotating surface of the small rotor of the left rear power assembly 2 is made horizontal.

[0252] When the left front power assembly 3 is connected, the left front power assembly 3 tilts toward the left rear around the axis of the left front arm 23, so that the rotating surface 193 of the small rotor of the left front power assembly 3 tilts toward the left rear, and the acute angle with the horizontal plane 120 is ɑ (see the lower right small picture in the middle figure). The lift F3 of the small rotor of the left front power assembly 3 tilts toward the left rear, and the acute angle with the vertical line 121 is ɑ. The lift F3 of the small rotor of the left front power assembly 3 generates a horizontal component F3x perpendicular to the axis of the left front arm 23 on the horizontal plane 120, and F3x is toward the left rear (see the figure below), F3x=F3*sin(ɑ), and the lift F3 of the small rotor of the left front power assembly 3 generates a vertically upward component F3y on the vertical line 121, F3y=F3*cos(ɑ).

[0253] When the right rear power assembly 4 is connected, the right rear power assembly 4 tilts toward the right front around the axis of the right rear arm 24, so that the rotating surface 194 of the small rotor of the right rear power assembly 4 tilts toward the right front, and the acute angle with the horizontal plane 120 is ɑ (see the small picture in the lower left corner of the middle figure). The lift F4 of the small rotor of the right rear power assembly 4 tilts toward the right front, and the acute angle with the vertical line 121 is ɑ. The lift F4 of the small rotor of the right rear power assembly 4 generates a horizontal component F4x perpendicular to the axis of the right rear arm 24 on the horizontal plane 120, F4x is toward the right front, F4x=F4*sin(ɑ), and the lift F4 of the small rotor of the right rear power assembly 4 generates a vertical upward component F4y on the vertical line 121, F4y=F4*cos(ɑ).

[0254] A servo is connected to the throttle lever of the middle turbojet engine, and a flight controller is connected to the servo, four electric regulators, and the flight controller controls the servo to change the throttle size to change the lift of the turbojet engine. The flight controller controls the output voltage change of the electric regulator, the speed change of the motor, and the lift change of the rotor, thereby changing the flight attitude of the aircraft. This constitutes a diagonal rotor tilt-type multi-rotor aircraft in which the turbine of the middle turbojet engine rotates counterclockwise by N in the sixth embodiment.

[0255] Figure 6 In the figure below, the line connecting the rotation centers of the small rotors of the four power assemblies is a square or rectangle, the center of gravity P of the aircraft is at the center of the square or rectangle, and the distances from the rotation centers of the small rotors of the right front power assembly 1, the rotation centers of the small rotors of the left rear power assembly 2, the rotation centers of the small rotors of the left front power assembly 3, and the rotation centers of the small rotors of the right rear power assembly 4 to the center of gravity P of the aircraft are equal, and are all equal to dp.

[0256] The distances from the rotation centers of the small rotors of the right front power assembly 1, the rotation centers of the small rotors of the left rear power assembly 2, the rotation centers of the small rotors of the left front power assembly 3, and the rotation centers of the small rotors of the right rear power assembly 4 to the horizontal axis X passing through the center of gravity P of the aircraft are equal, and are all equal to dx.

[0257] The distances from the rotation centers of the small rotor of the right front power assembly 1, the rotation centers of the small rotor of the left rear power assembly 2, the rotation centers of the small rotor of the left front power assembly 3, and the rotation centers of the small rotor of the right rear power assembly 4 to the longitudinal axis Y passing through the center of gravity P of the aircraft are equal, and are all equal to dy.

[0258] The diagonal rotor tilt multi-rotor aircraft of the sixth embodiment uses the middle turbojet engine 66 to generate lift instead of the lift generated by the middle large motor 15 and the middle large rotor 5 of the diagonal rotor tilt multi-rotor aircraft of the first embodiment. Therefore, the flight control method is exactly the same. Replacing F5 in the control equation of the first embodiment with F66 is the control equation of the sixth embodiment, see Figure 1 illustrate.

[0259] Figure 7 It consists of an upper figure, a middle figure and a lower figure. The upper figure is an axonometric view of the diagonal rotor tilt-type multi-rotor aircraft of the seventh embodiment of the present invention, the middle figure is a view along the axis of the right front arm looking toward the aircraft fuselage main body, and the lower figure is a view along the axis of the right rear arm looking toward the aircraft fuselage main body.

[0260] Figure 7 In the above figure, the bottom of the fuselage body 8 is connected to the landing gear 9, the top front end of the fuselage body 8 is connected to the middle front small tower 26, the top of the middle front small tower 26 is connected to the middle front large motor 16, the middle front large motor 16 is connected to the middle front large rotor 6, the rotation axis of the middle front large motor 16 is vertically upward, the lift F6 of the middle front large rotor 6 is vertically upward, and the middle front large rotor 6 rotates counterclockwise N (see Figure 8 ); the rear end of the top of the fuselage main body 8 is connected to the middle and rear small tower 27, the top of the middle and rear small tower 27 is connected to the middle and rear large motor 17, the middle and rear large motor 17 is connected to the middle and rear large rotor 7, the rotation axis of the middle and rear large motor 17 is vertically upward, the lift F7 of the middle and rear large rotor 7 is vertically upward, and the middle and rear large rotor 7 rotates S clockwise; the middle and rear small tower 27 is higher than the middle and front small tower 26, the rotation surface of the middle and rear large rotor 7 is higher than the rotation surface of the middle and front large rotor 6, the rotation surface of the middle and rear large rotor 7 partially overlaps with the rotation surface of the middle and front large rotor 6, reducing the space occupied by the rotor, and the rotation surface of the middle and front large rotor 6 is higher than the rotation surface of the small rotor of the right front power assembly 1 and the left front power assembly 3.

[0261] The right front part of the fuselage body 8 is connected to the right front arm 21, the front end of the right front arm 21 is connected to the right front power assembly 1, and the small rotor of the right front power assembly 1 rotates counterclockwise N (see Figure 8 ), the left front part of the fuselage body 8 is connected to the left front arm 23, the front end of the left front arm 23 is connected to the left front power assembly 3, the small rotor of the left front power assembly 3 rotates S clockwise, the right rear part of the fuselage body 8 is connected to the right rear arm 24, the rear end of the right rear arm 24 is connected to the right rear power assembly 4, the small rotor of the right rear power assembly 4 rotates S clockwise, the left rear part of the fuselage body 8 is connected to the left rear arm 22, the rear end of the left rear arm 22 is connected to the left rear power assembly 2, and the small rotor of the left rear power assembly 2 rotates N counterclockwise; the line connecting the rotation centers of the four small rotors of these four power assemblies is a rectangle, the center of gravity P of the aircraft overlaps with the center of the rectangle, the axis of the right front arm 21 and the axis of the left rear arm 22 overlap with the right front diagonal 117 of the rectangle, and the axis of the left front arm 23 and the axis of the right rear arm 24 overlap with the left front diagonal 118 of the square or rectangle (see Figure 8 ).

[0262] Figure 7In the middle figure, when the right front power assembly 1 is connected, the right front power assembly 1 is tilted to the right rear around the axis of the right front arm 21, so that the rotating surface 191 of the small rotor of the right front power assembly 1 is tilted to the right rear, and the acute angle with the horizontal plane 120 is ɑ (see the small figure in the lower right corner of the middle figure), the lift F1 of the small rotor of the right front power assembly 1 is tilted to the right rear, and the acute angle with the vertical line 121 is ɑ, and the lift F1 of the small rotor of the right front power assembly 1 generates a horizontal component F1x perpendicular to the axis of the right front arm 21 in the horizontal plane 120, and F1x is tilted to the right rear (see Figure 8 In the above figure), F1x=F1*sin(ɑ), a vertical upward component force F1y is generated on the vertical line 121, F1y=F1*cos(ɑ).

[0263] When the left rear power assembly 2 is connected, the left rear power assembly 2 is tilted toward the left front around the axis of the left rear arm 2, so that the rotating surface 192 of the small rotor of the left rear power assembly 2 is tilted toward the left front, and the acute angle with the horizontal plane 120 is ɑ (see the small figure in the lower left corner of the middle figure). The lift F2 of the small rotor of the left rear power assembly 2 is tilted toward the left front, and the acute angle with the vertical line 121 is ɑ. The lift F1 of the small rotor of the left rear power assembly 2 generates a horizontal component F2x perpendicular to the axis of the left rear arm 2 on the horizontal plane 120, and F2x is toward the left front (see Figure 8 In the above figure), F2x=F2*sin(ɑ), and a vertical upward component force F2y is generated on the vertical line 121, F2y=F2*cos(ɑ).

[0264] Figure 7 In the figure below, when the left front power assembly 3 is connected, the left front power assembly 3 is tilted to the left rear around the axis of the left front arm 23, so that the rotating surface 193 of the small rotor of the left front power assembly 3 is tilted to the left rear, and the acute angle with the horizontal plane 120 is ɑ (see the small figure in the lower right corner of the figure below), the lift F3 of the small rotor of the left front power assembly 3 is tilted to the left rear, and the acute angle with the vertical line 121 is ɑ, and the lift F3 of the small rotor of the left front power assembly 3 generates a horizontal component F3x perpendicular to the axis of the left front arm 23 on the horizontal plane 120, and F3x is tilted to the left rear (see Figure 8 In the above figure), F3x=F3*sin(ɑ), a vertical upward component force F3y is generated on the vertical line 121, F3y=F3*cos(ɑ).

[0265] When the right rear power assembly 4 is connected, the right rear power assembly 4 is tilted toward the right front around the axis of the right rear arm 24, so that the rotating surface 194 of the small rotor of the right rear power assembly 4 is tilted toward the right front, and the acute angle between the small rotor and the horizontal plane 120 is ɑ (see the small figure in the lower left corner of the figure below). The lift F4 of the small rotor of the right rear power assembly 4 is tilted toward the right front, and the acute angle between the small rotor and the vertical line 121 is ɑ. The lift F4 of the small rotor of the right rear power assembly 4 generates a horizontal component F4x perpendicular to the axis of the right rear arm 24 in the horizontal plane 120, and F4x is directed toward the right front (see Figure 8 In the above figure), F4x=F4*sin(ɑ), and a vertical upward component force F4y is generated on the vertical line 121, F4y=F4*cos(ɑ).

[0266] Two large electric regulators are set to connect the middle front large motor 16 and the middle rear large motor 17 respectively; the large electric regulator, the middle front large motor 16, and the middle front large rotor 6 constitute the middle front large power assembly, the large electric regulator, the middle rear large motor 17, and the middle rear large rotor 7 constitute the middle rear large power assembly, the flight controller is connected to the six electric regulators, the flight controller controls the output voltage change of the electric regulator to change the speed of the motor, drive the lift of the rotor to change, and thus change the flight attitude of the aircraft, which constitutes the diagonal rotor tilt multi-rotor aircraft in the seventh embodiment, in which the front large rotor rotates counterclockwise by N and the middle rear large rotor rotates clockwise by S. The flight principle is shown in FIG. Figure 8 .

[0267] Figure 8 In the above figure, the line connecting the rotation centers of the small rotors of the four power assemblies is a rectangle, the center of gravity P of the aircraft is at the center of the rectangle, and the distances from the rotation centers of the small rotors of the right front power assembly 1, the rotation centers of the small rotors of the left rear power assembly 2, the rotation centers of the small rotors of the left front power assembly 3, and the rotation centers of the small rotors of the right rear power assembly 4 to the center of gravity P of the aircraft are equal, and are all equal to dp.

[0268] The distances from the rotation center of the middle front large rotor and the rotation center of the middle rear large rotor to the center of gravity P of the aircraft are equal, both equal to dp67.

[0269] The distances from the rotation centers of the small rotors of the right front power assembly 1, the rotation centers of the small rotors of the left rear power assembly 2, the rotation centers of the small rotors of the left front power assembly 3, and the rotation centers of the small rotors of the right rear power assembly 4 to the horizontal axis X passing through the center of gravity P of the aircraft are equal, and are all equal to dx.

[0270] The distances from the rotation centers of the small rotor of the right front power assembly 1, the rotation centers of the small rotor of the left rear power assembly 2, the rotation centers of the small rotor of the left front power assembly 3, and the rotation centers of the small rotor of the right rear power assembly 4 to the longitudinal axis Y passing through the center of gravity P of the aircraft are equal, and are all equal to dy.

[0271] The counter-torque Sj1 of the small rotor of the right front power assembly 1 that rotates counterclockwise by N causes the aircraft to rotate clockwise by S, generating a moment F1x*dp that causes the aircraft to rotate clockwise by S, a moment F1y*dx that causes the aircraft to pitch backward, and a moment F1y*dy that causes the aircraft to roll to the left.

[0272] The counter-torque Sj2 of the small rotor of the left rear power assembly 2 that rotates counterclockwise by N causes the aircraft to rotate clockwise by S, generating a moment F2x*dp that causes the aircraft to rotate clockwise by S, a moment F2y*dx that causes the aircraft to pitch forward, and a moment F2y*dy that causes the aircraft to roll to the right.

[0273] The counter torque Nj3 of the small rotor of the left front power assembly 3 that rotates clockwise by S causes the aircraft to rotate counterclockwise by N, generating a moment F3x*dp that causes the aircraft to rotate counterclockwise by N, a moment F3y*dx that causes the aircraft to pitch backward, and a moment F3y*dy that causes the aircraft to roll to the right.

[0274] The counter-torque Nj4 of the small rotor of the right rear power assembly 4 that rotates clockwise by S causes the aircraft to rotate counterclockwise by N, generating a moment F4x*dp that causes the aircraft to rotate counterclockwise by N, a moment F4y*dx that causes the aircraft to pitch forward, and a moment F4y*dy that causes the aircraft to roll to the left.

[0275] The counter-torque Sj6 of the middle front large rotor 6 rotating counterclockwise N causes the aircraft to rotate clockwise S, generating a pitching moment F6*dp67 without generating a rolling moment.

[0276] The counter torque Nj7 of the middle and rear large rotor 7 rotating clockwise S causes the aircraft to rotate counterclockwise N, generating a forward pitch moment F7*dp67 without generating a rolling moment.

[0277] The large center-front rotor 6 and the large center-rear rotor 7 have the same size and the corresponding drive motor power parameters. Under the same throttle, the lift of the large center-front rotor 6 and the large center-rear rotor 7 are the same, F6=F7, F6*dp67=F7*dp67, the pitch moment is equal to the forward pitch moment, and the counter-torques are the same Sj6=Nj7 (same quantity but opposite direction). These two counter-torques cancel each other out, and the large center-front rotor 6 and the large center-rear rotor 7 do not affect the pitch, roll and heading of the aircraft.

[0278] The parameters of the right front powertrain 1, the left front powertrain 3, the right rear powertrain 4 and the left rear powertrain 2 are the same. Under the same throttle, the lift generated by the four powertrains is the same, F1=F2, F2=F3, F3=F4; the counter-torques are the same Sj1=Sj2, Nj3= Nj4, Sj2=Nj3 (same quantity but opposite direction), and these four counter-torques cancel each other out.

[0279] and Figure 1 Similarly to the first embodiment shown (refer to equation (1)), the gravity balance equation of the aircraft is: (F1+F2+F3+F4) *cos(ɑ)+F6+F7=FP……………………(1-12).

[0280] When the aircraft's ascent equation is: (F1+F2+F3+F4) *cos (ɑ)+F6+F7>FP……………………(1-13).

[0281] When the descent equation of the aircraft is: (F1+F2+F3+F4) *cos (ɑ)+F6+F7<FP………………………………(1-14).

[0282] Equations (1-13) and (1-14) are the equations for the ascent and descent of the aircraft.

[0283] The total moment that causes the aircraft to pitch backward is: F1y*dx+F3y*dx= F1* cos(ɑ)*dx+F3* cos(ɑ)*dx.

[0284] The total moment that causes the aircraft to pitch forward is: F2y*dx+F4y*dx= F2* cos(ɑ)*dx+F4* cos(ɑ)*dx.

[0285] The pitch balance equation for the aircraft is: F1* cos(ɑ)*dx+F3* cos(ɑ)*dx= F2* cos(ɑ)*dx+F4 *cos(ɑ)*dx.

[0286] Dividing dx and cos(ɑ) on both sides of the above equation yields: F1 +F3= F2+F4……………………(2-12).

[0287] When the aircraft is in the air, the flight controller controls the lift differential of the right front power assembly 1, the left front power assembly 3 and the right rear power assembly 4, the left rear power assembly 2 to control the pitch; when the flight controller controls the lift of the right front power assembly 1 and the left front power assembly 3 to increase by △F, and the lift of the right rear power assembly 4 and the left rear power assembly 2 to decrease by △F, equation (2-12) becomes: (F1+△F) + (F3+△F)> (F2-△F)+(F4-△F)…………(2-13).

[0288] The aircraft pitches backward, and equation (2-13) is the pitch equation.

[0289] When the flight controller controls the lift of the right front power assembly 1 and the left front power assembly 3 to decrease by △F, and the lift of the right rear power assembly 4 and the left rear power assembly 2 to increase by △F, equation (2-12) becomes: (F1-△F) + (F3-△F)<, (F2+△F)+(F4+△F)…………(2-14).

[0290] The aircraft pitches forward, and equation (2-14) is the pitch equation.

[0291] Equations (2-13), (2-14), and (2-12) are the set of equilibrium equations for the aircraft's backward, forward, and pitching movements.

[0292] The total moment that causes the aircraft to roll to the left is: F1y*dy+F4y*dy= F1 *cos(ɑ)*dy+F4 *cos(ɑ)*dy.

[0293] The total moment that causes the aircraft to roll to the right is: F3y*dy+F2y*dy= F3* cos(ɑ)*dy+F2 *cos(ɑ)*dy.

[0294] The roll balance equation for an aircraft is: F1 *cos(ɑ)*dy+F4 *cos(ɑ)*dy= F3 *cos(ɑ)*dy+F2 *cos(ɑ)*dy.

[0295] Dividing dy and cos(ɑ) on both sides of the above equation yields: F1+F4= F3+F2……………………(3-12).

[0296] When the aircraft is in the air, the flight controller controls the lift differential of the right front power assembly 1, the right rear power assembly 4 and the left front power assembly 3, the left rear power assembly 2 to control the roll; when the flight controller controls the lift of the right front power assembly 1 and the right rear power assembly 4 to increase by △F, and the lift of the left front power assembly 3 and the left rear power assembly 2 to decrease by △F, equation (3-12) becomes: (F1+△F) + (F4+△F)> (F3-△F)+(F2-△F)…………(3-13).

[0297] The aircraft rolls to the left, and equation (3-13) is the left roll equation.

[0298] When the flight controller controls the lift of the right front power assembly 1 and the right rear power assembly 4 to decrease by △F, and the lift of the left front power assembly 3 and the left rear power assembly 2 to increase by △F, equation (3-12) becomes: (F1-△F) + (F4-△F)< (F3+△F)+(F2+△F)......(3-14).

[0299] The aircraft rolls to the right, and equation (3-14) is the right rolling equation.

[0300] Equations (3-13), (3-14), and (3-12) are the balance equations for the aircraft's roll to the left, roll to the right, and roll.

[0301] The total torque that turns the aircraft to the left (turns the aircraft counterclockwise by N) is: Nj3+F3x*dp+Nj4+F4x*dp.

[0302] = (Nj3+ Nj4) + F3*sin (ɑ)*dp+ F4*sin (ɑ)*dp.

[0303] = (Nj3+ Nj4) + (F3 + F4)*sin (ɑ)*dp.

[0304] The total torque that turns the aircraft to the right (turns the aircraft clockwise S) is: Sj1+ F1x*dp +Sj2+ F2x*dp .

[0305] =Sj1+ F1*sin(ɑ)*dp +Sj2+ F2*sin(ɑ)*dp .

[0306] =Sj1+Sj2+ (F1 + F2)*sin (ɑ)*dp.

[0307] The equation to keep the aircraft heading stable is: (Nj3+ Nj4)+(F3+F4)*sin(ɑ)*dp= Sj1+Sj2+ (F1+F2)*sin(ɑ)*dp …… ...

[0308] When the aircraft is in the air, the flight controller controls the lift differential of the right front power assembly 1, the left rear power assembly 2 and the left front power assembly 3, the right rear power assembly 4 to control the heading; when the flight controller controls the lift of the right front power assembly 1 and the left rear power assembly 2 to increase by △F, the anti-torque increases by △j, and the lift of the left front power assembly 3 and the right rear power assembly 4 to decrease by △F, and the anti-torque decreases by △j, the formula (5-12) becomes: ((Nj3-△j) + (Nj4-△j) + ((F3-△F) + (F4-△F))*sin (ɑ)*dp< (Sj1+△j )+(Sj2+△j )+((F1+△F )+ (F2+△F))*sin(ɑ)*dp …… ...

[0309] The aircraft turns clockwise S, that is, turns right.

[0310] When the flight controller controls the lift of the right front power assembly 1 and the left rear power assembly 2 to decrease by △F and the anti-torque to decrease by △j, and the lift of the left front power assembly 3 and the right rear power assembly 4 to increase by △F and the anti-torque to increase by △j, equation (5-12) becomes: ((Nj3+△j) + (Nj4+△j)+((F3+△F) + (F4+△F))*sin(ɑ)*dp> (Sj1-△j ) + (Sj2-△j ) + ((F1-△F ) + (F2-△F))*sin (ɑ)*dp …… ...

[0311] The aircraft turns counterclockwise N, that is, turns left.

[0312] Equations (5-13), (5-14), and (5-12) are the equations for the aircraft to turn right, turn left, and maintain heading stability.

[0313] Equations (1-12), (2-12), (3-12), and (5-12) are the equations for the hovering of the aircraft.

[0314] When the aircraft is in the air, the flight controller controls the lift of each power assembly to be in the state of (1-12), (2-12), (3-12), and (5-12), and the aircraft hovers in the air.

[0315] From the above description, it can be seen that the aircraft of the seventh embodiment also only needs the lift changes of the small rotors of the four power assemblies to control the pitch, roll and heading of the aircraft, and does not require the participation of the lift F6 of the middle front large rotor 6 and the lift F7 of the middle rear large rotor 7. In the process of manipulating the pitch, roll and heading of the diagonal rotor tilt multi-rotor aircraft, the lift F6 of the middle front large rotor 6 and the lift of the middle rear large rotor 7 remain the same and constant.

[0316] Under the same throttle: F6+F7>F1+F2+F3+F4, the large center-front rotor 6 and the large center-rear rotor 7 provide most of the lift, and the lift F6 of the large center-front rotor 6 and the lift F7 of the large center-rear rotor 7 change less frequently, which reduces the motor power change loss and improves the motor power efficiency.

[0317] Compare Figure 1 , Figure 3 and Figure 7 , Figure 8 As can be seen from the above figure, the seventh embodiment is constructed like the first embodiment and the third embodiment coupled together, and the diagonal rotor tilt-type multi-rotor aircraft of the seventh embodiment has a larger load capacity.

[0318] Figure 8 The following figure is another embodiment, Figure 7 In the diagonal rotor tilt-type multi-rotor aircraft, the rotation directions of the rotors of the middle front large rotor 6 and the middle rear large rotor 7 are swapped, and other components remain unchanged.

[0319] Compare Figure 8 The above picture, Figure 8 In the figure below, both have the same forces in the horizontal and vertical directions, so the flight principles are the same.

[0320] Fig. 9 It consists of an upper figure, a middle figure and a lower figure. The upper figure is an axonometric view of the diagonal rotor tilt multi-rotor aircraft of the first embodiment of the present invention, the middle figure is a view along the axis of the right front arm looking at the aircraft fuselage body, and the lower figure is a view along the axis of the right rear arm looking at the aircraft fuselage body.

[0321] Fig. 9 In the above figure, the bottom of the fuselage body 8 is connected to the landing gear 9, the top front end of the fuselage body 8 is connected to the middle front small tower 26, the top of the middle front small tower 26 is connected to the middle front large motor 16, the middle front large motor 16 is connected to the middle front large rotor 6, the rotation axis of the middle front large motor 16 is vertically upward, the lift F6 of the middle front large rotor 6 is vertically upward, and the middle front large rotor 6 rotates counterclockwise N (see Fig.10 ); the rear end of the top of the fuselage main body 8 is connected to the middle and rear small tower 27, the top of the middle and rear small tower 27 is connected to the middle and rear large motor 17, the middle and rear large motor 17 is connected to the middle and rear large rotor 7, the rotation axis of the middle and rear large motor 17 is vertically upward, the lift F7 of the middle and rear large rotor 7 is vertically upward, and the middle and rear large rotor 7 rotates S clockwise; the middle and rear small tower 27 is higher than the middle and front small tower 26, the rotation surface of the middle and rear large rotor 7 is higher than the rotation surface of the middle and front large rotor 6, the rotation surface of the middle and rear large rotor 7 partially overlaps with the rotation surface of the middle and front large rotor 6, reducing the space occupied by the rotor, and the rotation surface of the middle and front large rotor 6 is higher than the rotation surface of the small rotor of the right front power assembly 1 and the left front power assembly 3.

[0322] The right front part of the fuselage body 8 is connected to the right front arm 21, the front end of the right front arm 21 is connected to the right front power assembly 1, and the small rotor of the right front power assembly 1 rotates clockwise S (see Fig.10), the left front part of the fuselage body 8 is connected to the left front arm 23, the front end of the left front arm 23 is connected to the left front power assembly 3, and the small rotor of the left front power assembly 3 rotates counterclockwise by N; the right rear part of the fuselage body 8 is connected to the right rear arm 24, the rear end of the right rear arm 24 is connected to the right rear power assembly 4, and the small rotor of the right rear power assembly 4 rotates counterclockwise by N, the left rear part of the fuselage body 8 is connected to the left rear arm 22, the rear end of the left rear arm 22 is connected to the left rear power assembly 2, and the small rotor of the left rear power assembly 2 rotates clockwise by S, the line connecting the rotation centers of the four small rotors of these four power assemblies is a rectangle, the center of gravity P of the aircraft overlaps with the center of the rectangle, the axis of the right front arm 21 and the axis of the left rear arm 22 overlap with the diagonal line 117 of the rectangle to the right front, and the axis of the left front arm 23 and the axis of the right rear arm 24 overlap with the diagonal line 118 of the rectangle to the left front.

[0323] Fig. 9 In the middle figure, when the right front power assembly 1 is connected, the right front power assembly 1 is tilted to the left front around the axis of the right front arm 21, and the rotating surface 191 of the small rotor of the right front power assembly 1 is tilted to the left front, and the acute angle with the horizontal plane 120 is ɑ (see the small figure in the lower right corner of the middle figure). The lift F1 of the small rotor of the right front power assembly 1 generates a horizontal component F1x perpendicular to the axis of the right front arm 21 on the horizontal plane 120, and F1x is directed to the left front (see Fig.10 In the above figure), F1x=F1*sin(ɑ), a vertical upward component force F1y is generated on the vertical line 121, F1y=F1*cos(ɑ).

[0324] When the left rear power assembly 2 is connected, the left rear power assembly 2 is tilted toward the right rear around the axis of the left rear arm 22, and the rotating surface 192 of the small rotor of the left rear power assembly 2 is tilted toward the right rear, and the acute angle between the small rotor and the horizontal plane 120 is ɑ (see the small figure in the lower left corner of the middle figure). The lift of the small rotor of the left rear power assembly 2 generates a horizontal component force F2x perpendicular to the axis of the left rear arm 22 on the horizontal plane 120, and F2x is tilted toward the right rear (see Fig.10 In the above figure), F2x=F2*sin(ɑ), and a vertical upward component force F2y is generated on the vertical line 121, F2y=F2*cos(ɑ).

[0325] Fig. 9In the figure below, when the left front power assembly 3 is connected, the left front power assembly 3 is tilted to the right front around the axis of the left front arm 23, so that the rotating surface 193 of the small rotor of the left front power assembly 3 is tilted to the right front, and the acute angle with the horizontal plane 120 is ɑ (see the small figure in the lower right corner of the figure below), the lift F3 of the small rotor of the left front power assembly 3 is tilted to the right front, and the acute angle with the vertical line 121 is ɑ, and the lift F3 of the small rotor of the left front power assembly 3 generates a horizontal component F3x perpendicular to the axis of the left front arm 23 in the horizontal plane 120, and F3x is directed to the right front (see Fig.10 In the above figure), F3x=F3*sin(ɑ), a vertical upward component force F3y is generated on the vertical line 121, F3y=F3*cos(ɑ).

[0326] When the right rear power assembly 4 is connected, the right rear power assembly 4 is tilted to the left rear around the axis of the right rear arm 24, the rotating surface 194 of the small rotor of the right rear power assembly 4 is tilted to the left rear, and the acute angle between the small rotor and the horizontal plane 120 is ɑ (see the small figure in the lower left corner of the figure below), the lift F4 of the small rotor of the right rear power assembly 4 is tilted to the left rear, and the acute angle between the small rotor and the vertical line 121 is ɑ, and the lift F4 of the small rotor of the right rear power assembly 4 generates a horizontal component F4x perpendicular to the axis of the right rear arm 24 on the horizontal plane 120, and F4x is tilted to the left rear (see Fig.10 In the above figure), F4x=F4*sin(ɑ), and a vertical upward component force F4y is generated on the vertical line 121, F4y=F4*cos(ɑ).

[0327] Two large electric regulators are set to connect the middle front large motor 16 and the middle rear large motor 17 respectively. The large electric regulator, the middle front large motor 16, and the middle front large rotor 6 constitute the middle front large power assembly. The large electric regulator, the middle rear large motor 17, and the middle rear large rotor 7 constitute the middle rear large power assembly. The flight controller is connected to the six electric regulators. The flight controller controls the output voltage of the electric regulator to change the speed of the motor, drive the lift of the rotor to change, and thus change the flight attitude of the aircraft. This constitutes the diagonal rotor tilt multi-rotor aircraft in the eighth embodiment in which the front large rotor rotates counterclockwise by N and the middle rear large rotor rotates clockwise by S. The flight principle is shown in FIG. Fig.10 .

[0328] Fig.10 In the above figure, the line connecting the rotation centers of the small rotors of the four power assemblies is a rectangle, the center of gravity P of the aircraft is at the center of the rectangle, and the distances from the rotation centers of the small rotors of the right front power assembly 1, the rotation centers of the small rotors of the left rear power assembly 2, the rotation centers of the small rotors of the left front power assembly 3, and the rotation centers of the small rotors of the right rear power assembly 4 to the center of gravity P of the aircraft are equal, and are all equal to dp.

[0329] The distances from the rotation center of the middle front large rotor and the rotation center of the middle rear large rotor to the center of gravity P of the aircraft are equal, both equal to dp67.

[0330] The distances from the rotation centers of the small rotors of the right front power assembly 1, the rotation centers of the small rotors of the left rear power assembly 2, the rotation centers of the small rotors of the left front power assembly 3, and the rotation centers of the small rotors of the right rear power assembly 4 to the horizontal axis X passing through the center of gravity P of the aircraft are equal, and are all equal to dx.

[0331] The distances from the rotation centers of the small rotor of the right front power assembly 1, the rotation centers of the small rotor of the left rear power assembly 2, the rotation centers of the small rotor of the left front power assembly 3, and the rotation centers of the small rotor of the right rear power assembly 4 to the longitudinal axis Y passing through the center of gravity P of the aircraft are equal, and are all equal to dy.

[0332] The counter torque Nj1 of the small rotor of the right front power assembly 1 that rotates clockwise by S causes the aircraft to rotate counterclockwise by N, generating a moment F1x*dp that causes the aircraft to rotate counterclockwise by N, a moment F1y*dx that causes the aircraft to pitch backward, and a moment F1y*dy that causes the aircraft to roll to the left.

[0333] The counter-torque Nj2 of the small rotor of the left rear power assembly 2 that rotates clockwise by S causes the aircraft to rotate counterclockwise by N, generating a torque F2x*dp that causes the aircraft to rotate counterclockwise by N, a torque F2y*dx that causes the aircraft to pitch forward, and a torque F2y*dy that causes the aircraft to roll to the right.

[0334] The counter-torque Sj3 of the small rotor of the left front power assembly 3 that rotates counterclockwise by N causes the aircraft to rotate clockwise by S, generating a moment F3x*dp that causes the aircraft to rotate clockwise by S, a moment F3y*dx that causes the aircraft to tilt backward, and a moment F3y*dy that causes the aircraft to roll to the right.

[0335] The counter-torque Sj4 of the small rotor of the right rear power assembly 4 that rotates counterclockwise by N causes the aircraft to rotate clockwise by S, generating a moment F4x*dp that causes the aircraft to rotate clockwise by S, a moment F4y*dx that causes the aircraft to pitch forward, and a moment F4y*dy that causes the aircraft to roll to the left.

[0336] The counter-torque Sj6 of the middle front large rotor 6 rotating counterclockwise N causes the aircraft to rotate clockwise S, generating a pitching moment F6*dp67 without generating a rolling moment.

[0337] The counter torque Nj7 of the middle and rear large rotor 7 rotating clockwise S causes the aircraft to rotate counterclockwise N, generating a forward pitch moment F7*dp67 without generating a rolling moment.

[0338] The large center-front rotor 6 and the large center-rear rotor 7 have the same size and the corresponding drive motor power parameters. Under the same throttle, the lift of the large center-front rotor 6 and the large center-rear rotor 7 are the same, F6=F7, F6*dp67=F7*dp67, the pitch moment is equal to the forward pitch moment, and the counter-torques are the same Sj6=Nj7 (same quantity but opposite direction). These two counter-torques cancel each other out, and the large center-front rotor 6 and the large center-rear rotor 7 do not affect the pitch, roll and heading of the aircraft.

[0339] The parameters of the right front powertrain 1, the left front powertrain 3, the right rear powertrain 4 and the left rear powertrain 2 are the same. Under the same throttle, the lift generated by the four powertrains is the same, F1=F2, F2=F3, F3=F4; the counter-torques are the same Nj1= Nj2, Sj3=Sj4, Sj3=Nj1 (same quantity but opposite direction), and these four counter-torques cancel each other out.

[0340] Compare Fig.10 The above picture and Figure 8 In the figure above, the vertical forces of both are the same, so the gravity balance equation of the aircraft is also (see Figure 8 illustrate): (F1+F2+F3+F4) *cos(ɑ)+F6+F7=FP……………………(1-12).

[0341] The aircraft's ascent and descent equations are also (1-13) and (1-14): (F1+F2+F3+F4) *cos (ɑ)+F6+F7>FP……………………(1-13).

[0342] (F1+F2+F3+F4) *cos (ɑ)+F6+F7<FP………………………………(1-14).

[0343] The aircraft pitch balance, backward pitch, and forward pitch equations are also (2-12), (2-13), and (2-14): F1 +F3= F2+F4……………………(2-12).

[0344] (F1+△F) + (F3+△F)> (F2-△F)+(F4-△F)…………(2-13).

[0345] (F1-△F) + (F3-△F)<, (F2+△F)+(F4+△F)…………(2-14).

[0346] The equations for the aircraft's roll balance, left roll, and right roll are also (3-12), (3-13), and (3-14): F1+F4= F3+F2……………………(3-12).

[0347] (F1+△F) + (F4+△F)> (F3-△F)+(F2-△F)......(3-13).

[0348] (F1-△F) + (F4-△F)< (F3+△F)+(F2+△F)…………(3-14).

[0349] The total torque that turns the aircraft to the left (turns the aircraft counterclockwise by N) is: Nj1+ Nj2+ F1x*dp + F2x*dp.

[0350] =Nj1+ Nj2+ F1*dp *sin(ɑ)+ F2*sin(ɑ)*dp.

[0351] =Nj1+ Nj2+ (F1+ F2)*sin (ɑ)*dp.

[0352] The total torque that turns the aircraft to the right (turns the aircraft clockwise S) is: Sj3+ Sj4+F3x*dp+F4x*dp.

[0353] =Sj3+ Sj4+F3*sin(ɑ)*dp+F4*sin(ɑ)*dp.

[0354] =Sj3+ Sj4+(F3+F4)*sin(ɑ)*dp.

[0355] The equation to keep the aircraft heading stable is: Nj1+ Nj2+ (F1+ F2)*sin (ɑ)*dp= Sj3+ Sj4+ (F3+F4)*sin (ɑ)*dp …… ...

[0356] When the aircraft is in the air, the flight controller controls the lift differential of the right front power assembly 1, the left rear power assembly 2 and the left front power assembly 3, the right rear power assembly 4 to control the heading; when the flight controller controls the lift of the right front power assembly 1 and the left rear power assembly 2 to increase by △F, the anti-torque increases by △j, and the lift of the left front power assembly 3 and the right rear power assembly 4 to decrease by △F, and the anti-torque decreases by △j, the formula (5-15) becomes: (Nj1+△j) + (Nj2+△j)+ ((F1+△F)+(F2+△F))*sin (ɑ)*dp> ((Sj3-△j) + (Sj4-△j) + ((F3-△F) + (F4-△F))*sin(ɑ)*dp…(5-16).

[0357] The aircraft turns counterclockwise N, that is, turns left.

[0358] When the flight controller controls the lift of the right front power assembly 1 and the left rear power assembly 2 to decrease by △F and the anti-torque to decrease by △j, and the lift of the left front power assembly 3 and the right rear power assembly 4 to increase by △F and the anti-torque to increase by △j, equation (5-15) becomes: (Nj1-△j) + (Nj2-△j) + ((F1-△F) + (F2-△F))*sin (ɑ)*dp< ((Sj3+△j ) + (Sj4+△j) + ((F3+△F) + (F4+△F))*sin(ɑ)*dp…(5-17).

[0359] The aircraft turns clockwise S, that is, turns right.

[0360] Equations (5-16), (5-17), and (5-15) are the equations for the aircraft to turn left, turn right, and maintain heading stability.

[0361] Equations (1-12), (2-12), (3-12), and (5-15) are the equations for the hovering of the aircraft.

[0362] When the aircraft is in the air, the flight controller controls the lift of each power assembly to be in the state of (1-12), (2-12), (3-12), and (5-15), and the aircraft hovers in the air.

[0363] From the above description, it can be seen that the aircraft of the eighth embodiment also only needs the lift changes of the small rotors of the four power assemblies to control the pitch, roll and heading of the aircraft, and does not require the participation of the lift F6 of the middle-front large rotor 6 and the lift F7 of the middle-rear large rotor 7. In the process of manipulating the pitch, roll and heading of the diagonal rotor tilt-type multi-rotor aircraft, the lift F6 of the middle-front large rotor 6 and the lift of the middle-rear large rotor 7 remain the same and constant.

[0364] Under the same throttle: F6+F7>F1+F2+F3+F4, the large center-front rotor 6 and the large center-rear rotor 7 provide most of the lift, and the lift F6 of the large center-front rotor 6 and the lift F7 of the large center-rear rotor 7 change less frequently, which reduces the motor power change loss and improves the motor power efficiency.

[0365] Compare Figure 2 , Figure 4 and Fig. 9 , Fig.10From the above figure, it can be seen that the eighth embodiment is like the coupling structure of the second embodiment and the fourth embodiment, and the diagonal rotor tilt-type multi-rotor aircraft of the eighth embodiment has a larger load capacity.

[0366] Fig.10 The following figure is another embodiment, Fig. 9 In the diagonal rotor tilt-type multi-rotor aircraft, the rotation directions of the rotors of the middle front large rotor 6 and the middle rear large rotor 7 are swapped, and other components remain unchanged.

[0367] Compare Fig.10 The above picture, Fig.10 In the figure below, both have the same forces in the horizontal and vertical directions, so the flight principles are the same.

[0368] In other embodiments, the middle large rotor, the middle front large rotor, and the middle rear large rotor are slightly tilted forward, and the acute angle of the lift slightly tilted forward and the angle with the vertical line is less than 10°, thereby reducing the resistance of the fuselage during forward flight.

[0369] Fig.11 It consists of an upper figure, a middle figure and a lower figure. The upper figure is an axonometric view of the diagonal rotor tilt-type multi-rotor aircraft of the ninth embodiment of the present invention, the middle figure is a view along the axis of the right front arm looking toward the aircraft fuselage main body, and the lower figure is a view along the axis of the right rear arm looking toward the aircraft fuselage main body.

[0370] Fig.11 In the above figure, the bottom of the fuselage body 8 is connected to the duck-foot landing gear 91, the turbojet engine compartment 36 at the bottom of the fuselage body 8 is connected to the middle front turbojet engine 69 in front of the center of gravity, and the middle rear turbojet engine 79 is connected behind the center of gravity. The middle front turbojet engine 69 and the middle rear turbojet engine 79 form a longitudinal structure, and the middle front turbojet engine 69 rotates counterclockwise N (see Fig.12 As shown in the upper figure), the lift F69 generated is vertically upward, and the middle and rear turbojet engine 79 rotates S clockwise, and the lift F79 generated is vertically upward; the air inlet 33 is connected to the rear part of the fuselage body 8, and the air inlet 33 passes through the common cabin 37 from the top and enters the turbojet engine cabin 36, and the air flows from the top of the fuselage body 8 into the turbojet engine cabin 36 at the bottom.

[0371] The right front part of the top of the fuselage body 8 is connected to the right front arm 21, the front end of the right front arm 21 is connected to the right front power assembly 1, and the small rotor of the right front power assembly 1 rotates counterclockwise N (see Fig.12), the left front part of the top of the fuselage body 8 is connected to the left front arm 23, the front end of the left front arm 23 is connected to the left front power assembly 3, and the small rotor of the left front power assembly 3 rotates S clockwise; the right rear part of the top of the fuselage body 8 is connected to the right rear arm 24, the rear end of the right rear arm 24 is connected to the right rear power assembly 4, and the small rotor of the right rear power assembly 4 rotates S clockwise, the left rear part of the fuselage body 8 is connected to the left rear arm 22, the rear end of the left rear arm 22 is connected to the left rear power assembly 2, and the small rotor of the left rear power assembly 2 rotates N counterclockwise, and the line connecting the rotation centers of the four small rotors of these four power assemblies is a rectangle, the center of gravity P of the aircraft overlaps with the center of the rectangle, and the axis of the right front arm 21 and the axis of the left rear arm 22 overlap with the diagonal line 117 of the rectangle facing rightward (see Fig.12 ), the axis of the left front arm 23 and the axis of the right rear arm 24 overlap with the left front diagonal 118 of the square or rectangle (see Fig.12 ).

[0372] Fig.11 In the middle figure, when the right front power assembly 1 is connected, the right front power assembly 1 is tilted to the right rear around the axis of the right front arm 21, and the rotating surface 191 of the small rotor of the right front power assembly 1 is tilted to the right rear, and the acute angle with the horizontal plane 120 is ɑ (see the small figure in the lower right corner of the middle figure). The lift F1 of the small rotor of the right front power assembly 1 generates a horizontal component F1x perpendicular to the axis of the right front arm 21 on the horizontal plane 120, and F1x is tilted to the right rear (see Fig.12 In the above figure), F1x=F1*sin(ɑ), a vertical upward component force F1y is generated on the vertical line 121, F1y=F1*cos(ɑ).

[0373] When the left rear power assembly 2 is connected, the left rear power assembly 2 is tilted toward the left front about the axis of the left rear arm 22, and the rotating surface 192 of the small rotor of the left rear power assembly 2 is tilted toward the left front, and the acute angle between the small rotor and the horizontal plane 120 is ɑ (see the small figure in the lower left corner of the middle figure). The lift of the small rotor of the left rear power assembly 2 generates a horizontal component force F2x perpendicular to the axis of the left rear arm 22 on the horizontal plane 120, and F2x is directed toward the left front (see Fig.12 In the above figure), F2x=F2*sin(ɑ), and a vertical upward component force F2y is generated on the vertical line 121, F2y=F2*cos(ɑ).

[0374] Fig.11In the figure below, when the left front power assembly 3 is connected, the left front power assembly 3 is tilted to the left rear around the axis of the left front arm 23, so that the rotating surface 193 of the small rotor of the left front power assembly 3 is tilted to the left rear, and the acute angle with the horizontal plane 120 is ɑ (see the small figure in the lower right corner of the figure below), the lift F3 of the small rotor of the left front power assembly 3 is tilted to the left rear, and the acute angle with the vertical line 121 is ɑ, and the lift F3 of the small rotor of the left front power assembly 3 generates a horizontal component F3x perpendicular to the axis of the left front arm 23 in the horizontal plane 120, and F3x is tilted to the left rear (see Fig.12 In the above figure), F3x=F3*sin(ɑ), a vertical upward component force F3y is generated on the vertical line 121, F3y=F3*cos(ɑ).

[0375] When the right rear power assembly 4 is connected, the right rear power assembly 4 is tilted toward the right front around the axis of the right rear arm 24, the rotating surface 194 of the small rotor of the right rear power assembly 4 is tilted toward the right front, and the acute angle between the small rotor and the horizontal plane 120 is ɑ (see the small figure in the lower left corner of the figure below), the lift F4 of the small rotor of the right rear power assembly 4 is tilted toward the right front, and the acute angle between the small rotor and the vertical line 121 is ɑ, and the lift F4 of the small rotor of the right rear power assembly 4 generates a horizontal component force F4x perpendicular to the axis of the right rear arm 24 on the horizontal plane 120, and F4x is directed toward the right front (see Fig.12 In the above figure), F4x=F4*sin(ɑ), and a vertical upward component force F4y is generated on the vertical line 121, F4y=F4*cos(ɑ).

[0376] Two servos are provided to be connected to the throttle levers of the middle front turbojet engine 69 and the middle rear turbojet engine 79 respectively, and the flight controller is connected to the two servos. The flight controller controls the rocker arms of the two servos to change the size of the throttle, so that the lift of the middle front turbojet engine 69 and the middle rear turbojet engine 79 changes, and participates in the lifting and lowering control of the aircraft. The flight controller is connected to four electric regulators, and the flight controller controls the output voltage change of the electric regulator to change the speed of the motor, drive the lift change of the rotor, and thus change the flight attitude of the aircraft. This constitutes a diagonal rotor tilt-type multi-rotor aircraft in which the front turbojet engine rotates counterclockwise by N and the middle rear turbojet engine rotates clockwise by S in the ninth embodiment. The flight principle is shown in FIG. Fig.12 .

[0377] Fig.12 In the above figure, the line connecting the rotation centers of the small rotors of the four power assemblies is a rectangle, the center of gravity P of the aircraft is at the center of the rectangle, and the distances from the rotation centers of the small rotors of the right front power assembly 1, the rotation centers of the small rotors of the left rear power assembly 2, the rotation centers of the small rotors of the left front power assembly 3, and the rotation centers of the small rotors of the right rear power assembly 4 to the center of gravity P of the aircraft are equal, and are all equal to dp.

[0378] The distances from the rotation center of the middle front turbojet engine 69 and the rotation center of the middle rear turbojet engine 79 to the center of gravity P of the aircraft are equal, both equal to dp69.

[0379] The distances from the rotation centers of the small rotors of the right front power assembly 1, the rotation centers of the small rotors of the left rear power assembly 2, the rotation centers of the small rotors of the left front power assembly 3, and the rotation centers of the small rotors of the right rear power assembly 4 to the horizontal axis X passing through the center of gravity P of the aircraft are equal, and are all equal to dx.

[0380] The distances from the rotation centers of the small rotor of the right front power assembly 1, the rotation centers of the small rotor of the left rear power assembly 2, the rotation centers of the small rotor of the left front power assembly 3, and the rotation centers of the small rotor of the right rear power assembly 4 to the longitudinal axis Y passing through the center of gravity P of the aircraft are equal, and are all equal to dy.

[0381] The counter-torque Sj1 of the small rotor of the right front power assembly 1 that rotates counterclockwise by N causes the aircraft to rotate clockwise by S, generating a moment F1x*dp that causes the aircraft to rotate clockwise by S, a moment F1y*dx that causes the aircraft to pitch backward, and a moment F1y*dy that causes the aircraft to roll to the left.

[0382] The counter-torque Sj2 of the small rotor of the left rear power assembly 2 that rotates counterclockwise by N causes the aircraft to rotate clockwise by S, generating a moment F2x*dp that causes the aircraft to rotate clockwise by S, a moment F2y*dx that causes the aircraft to pitch forward, and a moment F2y*dy that causes the aircraft to roll to the right.

[0383] The counter torque Nj3 of the small rotor of the left front power assembly 3 that rotates clockwise by S causes the aircraft to rotate counterclockwise by N, generating a moment F3x*dp that causes the aircraft to rotate counterclockwise by N, a moment F3y*dx that causes the aircraft to pitch backward, and a moment F3y*dy that causes the aircraft to roll to the right.

[0384] The counter-torque Nj4 of the small rotor of the right rear power assembly 4 that rotates clockwise by S causes the aircraft to rotate counterclockwise by N, generating a moment F4x*dp that causes the aircraft to rotate counterclockwise by N, a moment F4y*dx that causes the aircraft to pitch forward, and a moment F4y*dy that causes the aircraft to roll to the left.

[0385] The lift F69 of the mid-front turbojet engine rotating counterclockwise N generates a counter-torque Sj69 that causes the aircraft to rotate clockwise S, generating a pitch moment F69*dp69, but no rolling moment.

[0386] The lift F79 of the mid-rear turbojet engine rotating clockwise S generates a counter-torque Nj7 that causes the aircraft to rotate counterclockwise N, generating a forward pitch moment F79*dp69, but no rolling moment.

[0387] The parameters of the center-front turbojet engine 69 and the center-rear turbojet engine 79 are the same. Under the same throttle, the lift of the center-front turbojet engine 69 and the center-rear turbojet engine 79 are the same, F69=F79, F69*dp69=F79*dp69, the backward moment is equal to the forward pitch moment, the counter-torques are the same Sj69=Nj79 (same quantity but opposite direction), and these two counter-torques cancel each other out. The center-front turbojet engine 69 and the center-rear turbojet engine 79 do not affect the pitch, roll and heading of the aircraft.

[0388] The parameters of the right front powertrain 1, the left front powertrain 3, the right rear powertrain 4 and the left rear powertrain 2 are the same. Under the same throttle, the lift generated by the four powertrains is the same, F1=F2, F2=F3, F3=F4; the counter-torques are the same Sj1=Sj2, Nj3= Nj4, Sj2=Nj3 (same quantity but opposite direction), and these four counter-torques cancel each other out.

[0389] Compare Fig.11 and Figure 7 , Fig.11 The embodiment is equivalent to Figure 7 The lift generated by the middle front large motor 16 and the middle front large rotor 6 of the embodiment is replaced by the lift generated by the middle front turbojet engine 69, and the lift generated by the middle rear large motor 17 and the middle rear large rotor 7 is replaced by the lift generated by the middle rear turbojet engine 79; Fig.12 The above picture and Figure 8 As shown in the figure above, the lift for both aircraft is the same in both horizontal and vertical directions, so the flight principles are the same.

[0390] The gravity balance equation of the aircraft is changed to: (F1+F2+F3+F4) *cos (ɑ)+F69+F79=FP…………………………(1-16).

[0391] The ascent equation of the aircraft is changed to: (F1+F2+F3+F4) *cos (ɑ)+F69+F79>FP………………………………(1-17).

[0392] The descent equation of the aircraft is changed to: (F1+F2+F3+F4) *cos (ɑ)+F69+F79<FP………………………………(1-18).

[0393] Equations (1-17) and (1-18) are the equations for the ascent and descent of the aircraft.

[0394] The pitch balance equation of the aircraft is also (2-12): F1 +F3= F2+F4……………………(2-12).

[0395] The aircraft's backward pitch equation is also (2-13): (F1+△F) + (F3+△F)> (F2-△F)+(F4-△F)…………(2-13).

[0396] The forward pitch equation of the aircraft is also (2-14): (F1-△F) + (F3-△F)<, (F2+△F)+(F4+△F)…………(2-14).

[0397] Equations (2-13), (2-14), and (2-12) are also the set of balance equations for the aircraft's backward, forward, and pitching motions in the ninth embodiment.

[0398] The rolling balance equation of the aircraft is also (3-12): F1+F4= F3+F2……………………(3-12).

[0399] The aircraft's left rolling equation is also (3-13): (F1+△F) + (F4+△F)> (F3-△F)+(F2-△F)…………(3-13).

[0400] The aircraft's right roll equation is also (3-14): (F1-△F) + (F4-△F)< (F3+△F)+(F2+△F)......(3-14).

[0401] Equations (3-13), (3-14), and (3-12) are also the set of balance equations for the aircraft's left roll, right roll, and roll in the ninth embodiment.

[0402] The equation for the aircraft to maintain stable heading is also (5-12): (Nj3+ Nj4)+(F3+F4)*sin(ɑ)*dp= Sj1+Sj2+ (F1+F2)*sin(ɑ)*dp …… ...

[0403] The equation for the aircraft to turn clockwise S, that is, to turn right, is also (5-13): ((Nj3-△j) + (Nj4-△j) + ((F3-△F) + (F4-△F))*sin (ɑ)*dp< (Sj1+△j ) + (Sj2+△j ) + ((F1+△F ) + (F2+△F))*sin (ɑ)*dp.... (5-13).

[0404] The equation for the aircraft to turn counterclockwise by N, that is, to turn left, is also (5-14): ((Nj3+△j) + (Nj4+△j)+((F3+△F) + (F4+△F))*sin(ɑ)*dp> (Sj1-△j ) + (Sj2-△j ) + ((F1-△F ) + (F2-△F))*sin (ɑ)*dp.... (5-14).

[0405] Equations (5-13), (5-14), and (5-12) are also the set of equations for the aircraft turning right, turning left, and heading stability in the ninth embodiment.

[0406] Equations (1-16), (2-12), (3-12), and (5-12) are the equations for the hovering of the aircraft.

[0407] When the aircraft is in the air, the flight controller controls the lift of each power assembly to be in the states (1-16), (2-12), (3-12), and (5-12), and the aircraft hovers in the air.

[0408] From the above description, it can be seen that the aircraft of the ninth embodiment also only needs the lift changes of the small rotors of the four power assemblies to control the pitch, roll and heading of the aircraft, and does not require the lift participation of the mid-front turbojet engine 69 and the mid-rear turbojet engine 79. In the process of manipulating the pitch, roll and heading of the diagonal rotor tilt-type multi-rotor aircraft, the lift of the mid-front turbojet engine 69 and the mid-rear turbojet engine 79 remains constant.

[0409] Fig.12 The following figure is another embodiment, Fig.11 In the diagonal rotor tilt-type multi-rotor aircraft, the rotation directions of the turbines of the middle-front turbojet engine 69 and the middle-rear turbojet engine 79 are swapped, and the other components remain unchanged.

[0410] Compare Fig.12 The above picture, Fig.12 In the figure below, both have the same forces in the horizontal and vertical directions, so the flight principles are the same.

[0411] Fig.13It consists of an upper figure, a middle figure and a lower figure. The upper figure is an axonometric view of the diagonal rotor tilt-type multi-rotor aircraft of the tenth embodiment of the present invention, the middle figure is a view along the axis of the right front arm looking toward the aircraft fuselage main body, and the lower figure is a view along the axis of the right rear arm looking toward the aircraft fuselage main body.

[0412] Fig.13 In the above figure, the center bottom of the fuselage body 8 is connected to the duck-foot landing gear 91, the turbojet engine compartment 36 at the bottom of the fuselage body 8 is connected to the middle front turbojet engine 69 in front of the center of gravity, and the middle rear turbojet engine 79 is connected behind the center of gravity. The middle front turbojet engine 69 and the middle rear turbojet engine 79 form a longitudinal structure, and the middle front turbojet engine 69 rotates counterclockwise N (see Fig.14 As shown in the upper figure), the lift F69 generated is vertically upward, and the middle and rear turbojet engine 79 rotates S clockwise, and the lift F79 generated is vertically upward; the air inlet 33 is connected to the rear part of the fuselage body 8, and the air inlet 33 passes through the common cabin 37 from the top and enters the turbojet engine cabin 36, and the air flows from the top of the fuselage body 8 into the turbojet engine cabin 36 at the bottom.

[0413] The right front part of the top of the fuselage body 8 is connected to the right front arm 21, the front end of the right front arm 21 is connected to the right front power assembly 1, and the small rotor of the right front power assembly 1 rotates clockwise S (see Fig.14 ), the left front part of the top of the fuselage body 8 is connected to the left front arm 23, the front end of the left front arm 23 is connected to the left front power assembly 3, and the small rotor of the left front power assembly 3 rotates counterclockwise by N; the right rear part of the top of the fuselage body 8 is connected to the right rear arm 24, the rear end of the right rear arm 24 is connected to the right rear power assembly 4, and the small rotor of the right rear power assembly 4 rotates counterclockwise by N, the left rear part of the fuselage body 8 is connected to the left rear arm 22, the rear end of the left rear arm 22 is connected to the left rear power assembly 2, and the small rotor of the left rear power assembly 2 rotates clockwise by S, the line connecting the rotation centers of the four small rotors of these four power assemblies is a rectangle, the center of gravity P of the aircraft overlaps with the center of the rectangle, the axis of the right front arm 21 and the axis of the left rear arm 22 overlap with the diagonal line 117 of the rectangle to the right front, and the axis of the left front arm 23 and the axis of the right rear arm 24 overlap with the diagonal line 118 of the rectangle to the left front.

[0414] Fig.13 In the middle figure, when the right front power assembly 1 is connected, the right front power assembly 1 is tilted to the left front around the axis of the right front arm 21, and the rotating surface 191 of the small rotor of the right front power assembly 1 is tilted to the left front, and the acute angle with the horizontal plane 120 is ɑ (see the small figure in the lower left corner of the middle figure). The lift F1 of the small rotor of the right front power assembly 1 generates a horizontal component F1x perpendicular to the axis of the right front arm 21 on the horizontal plane 120, and F1x is directed to the left front (see Fig.14In the above figure), F1x=F1*sin(ɑ), a vertical upward component force F1y is generated on the vertical line 121, F1y=F1*cos(ɑ).

[0415] When the left rear power assembly 2 is connected, the left rear power assembly 2 is tilted toward the right rear around the axis of the left rear arm 22, and the rotating surface 192 of the small rotor of the left rear power assembly 2 is tilted toward the right rear, and the acute angle between the small rotor and the horizontal plane 120 is ɑ (see the small figure in the lower right corner of the middle figure). The lift of the small rotor of the left rear power assembly 2 generates a horizontal component force F2x perpendicular to the axis of the left rear arm 22 on the horizontal plane 120, and F2x is tilted toward the right rear (see Fig.14 In the above figure), F2x=F2*sin(ɑ), and a vertical upward component force F2y is generated on the vertical line 121, F2y=F2*cos(ɑ).

[0416] Fig.13 In the figure below, when the left front power assembly 3 is connected, the left front power assembly 3 is tilted to the right front around the axis of the left front arm 23, so that the rotating surface 193 of the small rotor of the left front power assembly 3 is tilted to the right front, and the acute angle with the horizontal plane 120 is ɑ (see the small figure in the lower left corner of the figure below). The lift F3 of the small rotor of the left front power assembly 3 is tilted to the right front, and the acute angle with the vertical line 121 is ɑ. The lift F3 of the small rotor of the left front power assembly 3 generates a horizontal component F3x perpendicular to the axis of the left front arm 23 on the horizontal plane 120, and F3x is directed to the right front (see Fig.14 In the above figure), F3x=F3*sin(ɑ), a vertical upward component force F3y is generated on the vertical line 121, F3y=F3*cos(ɑ).

[0417] When the right rear power assembly 4 is connected, the right rear power assembly 4 is tilted to the left rear around the axis of the right rear arm 24, the rotating surface 194 of the small rotor of the right rear power assembly 4 is tilted to the left rear, and the acute angle between the small rotor and the horizontal plane 120 is ɑ (see the small figure in the lower right corner of the figure below), the lift F4 of the small rotor of the right rear power assembly 4 is tilted to the left rear, and the acute angle between the small rotor and the vertical line 121 is ɑ, and the lift F4 of the small rotor of the right rear power assembly 4 generates a horizontal component F4x perpendicular to the axis of the right rear arm 24 on the horizontal plane 120, and F4x is tilted to the left rear (see Fig.14 In the above figure), F4x=F4*sin(ɑ), and a vertical upward component force F4y is generated on the vertical line 121, F4y=F4*cos(ɑ).

[0418] Two servos are provided to be connected to the throttle levers of the middle front turbojet engine 69 and the middle rear turbojet engine 79 respectively, and the flight controller is connected to the two servos. The flight controller controls the rocker arms of the two servos to change the size of the throttle, so that the lift of the middle front turbojet engine 69 and the middle rear turbojet engine 79 changes, and participates in the lifting and lowering control of the aircraft. The flight controller is connected to four electric regulators, and the flight controller controls the output voltage change of the electric regulator to change the speed of the motor, drive the lift change of the rotor, and thus change the flight attitude of the aircraft. This constitutes a diagonal rotor tilt-type multi-rotor aircraft in which the front turbojet engine rotates counterclockwise by N and the middle rear turbojet engine rotates clockwise by S in the tenth embodiment. The flight principle is shown in FIG. Fig.14 .

[0419] Fig.14 In the above figure, the line connecting the rotation centers of the small rotors of the four power assemblies is a rectangle, the center of gravity P of the aircraft is at the center of the rectangle, and the distances from the rotation centers of the small rotors of the right front power assembly 1, the rotation centers of the small rotors of the left rear power assembly 2, the rotation centers of the small rotors of the left front power assembly 3, and the rotation centers of the small rotors of the right rear power assembly 4 to the center of gravity P of the aircraft are equal, and are all equal to dp.

[0420] The distance from the center of rotation of the middle front turbojet engine 69 and the center of rotation of the middle rear turbojet engine 79 to the center of gravity P of the aircraft is equal to dp69.

[0421] The distances from the rotation centers of the small rotors of the right front power assembly 1, the rotation centers of the small rotors of the left rear power assembly 2, the rotation centers of the small rotors of the left front power assembly 3, and the rotation centers of the small rotors of the right rear power assembly 4 to the horizontal axis X passing through the center of gravity P of the aircraft are equal, and are all equal to dx.

[0422] The distances from the rotation centers of the small rotor of the right front power assembly 1, the rotation centers of the small rotor of the left rear power assembly 2, the rotation centers of the small rotor of the left front power assembly 3, and the rotation centers of the small rotor of the right rear power assembly 4 to the longitudinal axis Y passing through the center of gravity P of the aircraft are equal, and are all equal to dy.

[0423] The counter torque Nj1 of the small rotor of the right front power assembly 1 that rotates clockwise by S causes the aircraft to rotate counterclockwise by N, generating a moment F1x*dp that causes the aircraft to rotate counterclockwise by N, a moment F1y*dx that causes the aircraft to pitch backward, and a moment F1y*dy that causes the aircraft to roll to the left.

[0424] The counter-torque Nj2 of the small rotor of the left rear power assembly 2 that rotates clockwise by S causes the aircraft to rotate counterclockwise by N, generating a torque F2x*dp that causes the aircraft to rotate counterclockwise by N, a torque F2y*dx that causes the aircraft to pitch forward, and a torque F2y*dy that causes the aircraft to roll to the right.

[0425] The counter-torque Sj3 of the small rotor of the left front power assembly 3 that rotates counterclockwise by N causes the aircraft to rotate clockwise by S, generating a moment F3x*dp that causes the aircraft to rotate clockwise by S, a moment F3y*dx that causes the aircraft to tilt backward, and a moment F3y*dy that causes the aircraft to roll to the right.

[0426] The counter-torque Sj4 of the small rotor of the right rear power assembly 4 that rotates counterclockwise by N causes the aircraft to rotate clockwise by S, generating a moment F4x*dp that causes the aircraft to rotate clockwise by S, a moment F4y*dx that causes the aircraft to pitch forward, and a moment F4y*dy that causes the aircraft to roll to the left.

[0427] The lift F69 of the mid-front turbojet engine rotating counterclockwise N generates a counter-torque Sj69 that causes the aircraft to rotate clockwise S, generating a pitch moment F69*dp69, but no rolling moment.

[0428] The lift F79 of the mid-rear turbojet engine rotating clockwise S generates a counter-torque Nj79 that causes the aircraft to rotate counterclockwise N, generating a forward pitch moment F79*dp69, but no rolling moment.

[0429] The parameters of the center-front turbojet engine 69 and the center-rear turbojet engine 79 are the same. Under the same throttle, the lift of the center-front turbojet engine 69 and the center-rear turbojet engine 79 are the same, F69=F79, F69*dp69 (pitch moment)=F79*dp69 (forward pitch moment), the counter-torques are the same Sj69=Nj79 (same quantity but opposite direction), and these two counter-torques cancel each other out. The lift F69 of the center-front turbojet engine and the lift F79 of the center-rear turbojet engine do not affect the pitch, roll and heading of the aircraft.

[0430] The parameters of the right front powertrain 1, the left front powertrain 3, the right rear powertrain 4 and the left rear powertrain 2 are the same. Under the same throttle, the lift generated by the four powertrains is the same, F1=F2, F2=F3, F3=F4; the counter-torques are the same Nj1= Nj2, Sj3=Sj4, Sj3=Nj2 (same quantity but opposite direction), and these four counter-torques cancel each other out.

[0431] Compare Fig.13 and Fig. 9 , Fig.13 The embodiment is equivalent to Fig. 9 The lift generated by the middle front large motor 16 and the middle front large rotor 6 of the embodiment is replaced by the lift generated by the middle front turbojet engine 69, and the lift generated by the middle rear large motor 17 and the middle rear large rotor 7 is replaced by the lift generated by the middle rear turbojet engine 79; Fig.14 The above picture and Fig.10 As shown in the figure above, the lift for both aircraft is the same in both horizontal and vertical directions, so the flight principles are the same.

[0432] The gravity balance equation of the aircraft is changed to: (F1+F2+F3+F4) *cos (ɑ)+F69+F79=FP…………………………(1-19).

[0433] The ascent equation for an aircraft is: (F1+F2+F3+F4) *cos (ɑ)+F69+F79>FP………………………………(1-20).

[0434] The descent equation for the aircraft is: (F1+F2+F3+F4) *cos (ɑ)+F69+F79<FP………………………………(1-21).

[0435] Equations (1-20) and (1-21) are also the tenth set of equations for the ascent and descent of an aircraft.

[0436] The pitch balance equation of the aircraft is also: F1 +F3= F2+F4……………………(2-12).

[0437] The aircraft's pitch-back equation is also: (F1+△F) + (F3+△F)> (F2-△F)+(F4-△F)…………(2-13).

[0438] The forward pitch equation of the aircraft is also: (F1-△F) + (F3-△F)<, (F2+△F)+(F4+△F)…………(2-14).

[0439] Equations (2-13), (2-14), and (2-12) are also the set of balance equations for the aircraft's backward, forward, and pitching motions in the tenth embodiment.

[0440] The roll balance equation of the aircraft is also: F1+F4= F3+F2……………………(3-12).

[0441] The equation for the aircraft rolling to the left is also: (F1+△F) + (F4+△F)> (F3-△F)+(F2-△F)…………(3-13).

[0442] The aircraft rolling equation to the right is also: (F1-△F) + (F4-△F)< (F3+△F)+(F2+△F)......(3-14).

[0443] Equations (3-13), (3-14), and (3-12) are also the set of balance equations for the aircraft's left roll, right roll, and roll in the tenth embodiment.

[0444] The equation for maintaining a stable heading of the aircraft is also (5-15): (Nj1+ Nj2) + (F1 + F2)*sin (ɑ)*dp= Sj3+Sj4+ (F3 + F4)*sin (ɑ)*dp …… ...

[0445] The equation for the aircraft to turn counterclockwise by N, that is, to turn left, is also (5-16): ((Nj1+△j) + (Nj2+△j)+((F1+△F) + (F2+△F))*sin(ɑ)*dp> (Sj3-△j ) + (Sj4-△j ) + ((F3-△F ) + (F4-△F))*sin (ɑ)*dp.... (5-16).

[0446] The equation for the aircraft to turn clockwise S, that is, to turn right, is also (5-17): ((Nj1-△j) + (Nj2-△j) + ((F1-△F) + (F2-△F))*sin (ɑ)*dp< (Sj3+△j ) + (Sj4+△j ) + ((F3+△F ) + (F4+△F))*sin (ɑ)*dp.... (5-17).

[0447] Equations (5-16), (5-17), and (5-15) are also the set of equations for the aircraft turning left, turning right, and heading stability in the tenth embodiment.

[0448] Equations (1-19), (2-12), (3-12), and (5-15) are the set of equations for the aircraft hovering in the tenth embodiment.

[0449] When the aircraft is in the air, the flight controller controls the lift of each power assembly to be in the states of (1-19), (2-12), (3-12), and (5-15), and the aircraft hovers in the air.

[0450] From the above description, it can be seen that the aircraft of the tenth embodiment also only needs the lift changes of the small rotors of the four power assemblies to control the pitch, roll and heading of the aircraft, and does not require the lift participation of the mid-front turbojet engine 69 and the mid-rear turbojet engine 79. In the process of manipulating the pitch, roll and heading of the diagonal rotor tilt-type multi-rotor aircraft, the lift of the mid-front turbojet engine 69 and the mid-rear turbojet engine 79 remains constant.

[0451] Fig.14 The following figure is another embodiment, Fig.13 In the diagonal rotor tilt-type multi-rotor aircraft, the rotation directions of the turbines of the middle-front turbojet engine 69 and the middle-rear turbojet engine 79 are swapped, and the other components remain unchanged.

[0452] Compare Fig.14 The above picture, Fig.14 In the figure below, both have the same forces in the horizontal and vertical directions, so the flight principles are the same.

[0453] Fig.15 It consists of an upper figure, a middle figure and a lower figure. The upper figure is an axonometric view of the diagonal rotor tilt multi-rotor aircraft of the eleventh embodiment of the present invention, the middle figure is a view along the axis of the right front arm looking toward the aircraft fuselage main body, and the lower figure is a view along the axis of the right rear arm looking toward the aircraft fuselage main body.

[0454] Fig.15 In the above figure, the bottom of the fuselage body 8 is connected to the duck-foot landing gear 91, the turbojet engine compartment 36 at the bottom of the fuselage body 8, the right side of the center of gravity is connected to the right turbojet engine 65, and the left side of the center of gravity is connected to the left turbojet engine 75. The right turbojet engine 65 and the left turbojet engine 75 form a horizontal structure, and the right turbojet engine 65 rotates counterclockwise N (see Fig.16 As shown in the upper figure), the lift F65 generated is vertically upward, and the left turbojet engine 75 rotates clockwise S, and the lift F75 generated is vertically upward; the air inlet 33 is connected to the rear part of the fuselage body 8, and the air inlet 33 passes through the common cabin 37 from the top and enters the turbojet engine cabin 36, and the air flows from the top of the fuselage body 8 into the turbojet engine cabin 36 at the bottom.

[0455] The right front part of the top of the fuselage body 8 is connected to the right front arm 21, the front end of the right front arm 21 is connected to the right front power assembly 1, and the small rotor of the right front power assembly 1 rotates counterclockwise N (see Fig.16), the left front part of the top of the fuselage body 8 is connected to the left front arm 23, the front end of the left front arm 23 is connected to the left front power assembly 3, and the small rotor of the left front power assembly 3 rotates S clockwise; the right rear part of the top of the fuselage body 8 is connected to the right rear arm 24, the rear end of the right rear arm 24 is connected to the right rear power assembly 4, and the small rotor of the right rear power assembly 4 rotates S clockwise, the left rear part of the fuselage body 8 is connected to the left rear arm 22, the rear end of the left rear arm 22 is connected to the left rear power assembly 2, and the small rotor of the left rear power assembly 2 rotates N counterclockwise, the line connecting the rotation centers of the four small rotors of these four power assemblies is a rectangle, the center of gravity P of the aircraft overlaps with the center of the rectangle, the axis of the right front arm 21 and the axis of the left rear arm 22 overlap with the diagonal 117 of the rectangle to the right front, and the axis of the left front arm 23 and the axis of the right rear arm 24 overlap with the diagonal 118 of the rectangle to the left front.

[0456] Fig.15 In the middle figure, when the right front power assembly 1 is connected, the right front power assembly 1 is tilted to the right rear around the axis of the right front arm 21, and the rotating surface 191 of the small rotor of the right front power assembly 1 is tilted to the right rear, and the acute angle with the horizontal plane 120 is ɑ (see the small figure in the lower right corner of the middle figure). The lift F1 of the small rotor of the right front power assembly 1 generates a horizontal component F1x perpendicular to the axis of the right front arm 21 on the horizontal plane 120, and F1x is tilted to the right rear (see Fig.16 In the above figure), F1x=F1*sin(ɑ), a vertical upward component force F1y is generated on the vertical line 121, F1y=F1*cos(ɑ).

[0457] When the left rear power assembly 2 is connected, the left rear power assembly 2 is tilted toward the left front about the axis of the left rear arm 22, and the rotating surface 192 of the small rotor of the left rear power assembly 2 is tilted toward the left front, and the acute angle between the small rotor and the horizontal plane 120 is ɑ (see the small figure in the lower left corner of the middle figure). The lift of the small rotor of the left rear power assembly 2 generates a horizontal component force F2x perpendicular to the axis of the left rear arm 22 on the horizontal plane 120, and F2x is directed toward the left front (see Fig.16 In the above figure), F2x=F2*sin(ɑ), and a vertical upward component force F2y is generated on the vertical line 121, F2y=F2*cos(ɑ).

[0458] Fig.15In the figure below, when the left front power assembly 3 is connected, the left front power assembly 3 is tilted to the left rear around the axis of the left front arm 23, so that the rotating surface 193 of the small rotor of the left front power assembly 3 is tilted to the left rear, and the acute angle with the horizontal plane 120 is ɑ (see the small figure in the lower right corner of the figure below), the lift F3 of the small rotor of the left front power assembly 3 is tilted to the left rear, and the acute angle with the vertical line 121 is ɑ, and the lift F3 of the small rotor of the left front power assembly 3 generates a horizontal component F3x perpendicular to the axis of the left front arm 23 in the horizontal plane 120, and F3x is tilted to the left rear (see Fig.16 In the above figure), F3x=F3*sin(ɑ), a vertical upward component force F3y is generated on the vertical line 121, F3y=F3*cos(ɑ).

[0459] When the right rear power assembly 4 is connected, the right rear power assembly 4 is tilted toward the right front around the axis of the right rear arm 24, the rotating surface 194 of the small rotor of the right rear power assembly 4 is tilted toward the right front, and the acute angle between the small rotor and the horizontal plane 120 is ɑ (see the small figure in the lower left corner of the figure below), the lift F4 of the small rotor of the right rear power assembly 4 is tilted toward the right front, and the acute angle between the small rotor and the vertical line 121 is ɑ, and the lift F4 of the small rotor of the right rear power assembly 4 generates a horizontal component force F4x perpendicular to the axis of the right rear arm 24 on the horizontal plane 120, and F4x is directed toward the right front (see Fig.16 In the above figure), F4x=F4*sin(ɑ), and a vertical upward component force F4y is generated on the vertical line 121, F4y=F4*cos(ɑ).

[0460] Two servos are provided to be connected to the throttle levers of the right turbojet engine 65 and the left turbojet engine 75 respectively. The flight controller is connected to the two servos. The flight controller controls the rocker arms of the two servos to change the size of the throttle, so that the lift of the right turbojet engine 65 and the left turbojet engine 75 changes, and participates in the lifting and lowering control of the aircraft. The flight controller is connected to four electric regulators. The flight controller controls the output voltage change of the electric regulator to change the speed of the motor, drive the lift of the rotor to change, and thus change the flight attitude of the aircraft. This constitutes the eleventh embodiment of the diagonal rotor tilt multi-rotor aircraft in which the right turbojet engine 65 rotates counterclockwise N and the left turbojet engine 75 rotates clockwise S. The flight principle is shown in FIG. Fig.16 .

[0461] Fig.16 In the above figure, the line connecting the rotation centers of the small rotors of the four power assemblies is a rectangle, the center of gravity P of the aircraft is at the center of the rectangle, and the distances from the rotation centers of the small rotors of the right front power assembly 1, the rotation centers of the small rotors of the left rear power assembly 2, the rotation centers of the small rotors of the left front power assembly 3, and the rotation centers of the small rotors of the right rear power assembly 4 to the center of gravity P of the aircraft are equal, and are all equal to dp.

[0462] The distances from the rotation centers of the right turbojet engine 65 and the left turbojet engine 75 to the center of gravity P of the aircraft are both equal to dp76.

[0463] The distances from the rotation centers of the small rotors of the right front power assembly 1, the rotation centers of the small rotors of the left rear power assembly 2, the rotation centers of the small rotors of the left front power assembly 3, and the rotation centers of the small rotors of the right rear power assembly 4 to the horizontal axis X passing through the center of gravity P of the aircraft are equal, and are all equal to dx.

[0464] The distances from the rotation centers of the small rotor of the right front power assembly 1, the rotation centers of the small rotor of the left rear power assembly 2, the rotation centers of the small rotor of the left front power assembly 3, and the rotation centers of the small rotor of the right rear power assembly 4 to the longitudinal axis Y passing through the center of gravity P of the aircraft are equal, and are all equal to dy.

[0465] The counter-torque Sj1 of the small rotor of the right front power assembly 1 that rotates counterclockwise by N causes the aircraft to rotate clockwise by S, generating a moment F1x*dp that causes the aircraft to rotate clockwise by S, a moment F1y*dx that causes the aircraft to pitch backward, and a moment F1y*dy that causes the aircraft to roll to the left.

[0466] The counter-torque Sj2 of the small rotor of the left rear power assembly 2 that rotates counterclockwise by N causes the aircraft to rotate clockwise by S, generating a moment F2x*dp that causes the aircraft to rotate clockwise by S, a moment F2y*dx that causes the aircraft to pitch forward, and a moment F2y*dy that causes the aircraft to roll to the right.

[0467] The counter torque Nj3 of the small rotor of the left front power assembly 3 that rotates clockwise by S causes the aircraft to rotate counterclockwise by N, generating a moment F3x*dp that causes the aircraft to rotate counterclockwise by N, a moment F3y*dx that causes the aircraft to pitch backward, and a moment F3y*dy that causes the aircraft to roll to the right.

[0468] The counter-torque Nj4 of the small rotor of the right rear power assembly 4 that rotates clockwise by S causes the aircraft to rotate counterclockwise by N, generating a moment F4x*dp that causes the aircraft to rotate counterclockwise by N, a moment F4y*dx that causes the aircraft to pitch forward, and a moment F4y*dy that causes the aircraft to roll to the left.

[0469] The lift F65 of the right turbojet engine rotating counterclockwise N generates a counter-torque Sj65 that causes the aircraft to rotate clockwise S, generating a left rolling moment F65*dp76, but no pitching moment.

[0470] The lift F75 of the left turbojet engine rotating clockwise S generates a counter-torque Nj75 that causes the aircraft to rotate counterclockwise N, generating a right rolling moment F79*dp76, but no pitching moment.

[0471] The parameters of the right turbojet engine 65 and the left turbojet engine 75 are the same. Under the same throttle, the lift of the right turbojet engine 65 and the left turbojet engine 75 are the same, F65=F75, F65*dp76 (rolling moment to the left) = F75*dp76 (rolling moment to the right), the counter-torques are the same Sj69=Nj79 (same quantity but opposite direction), and the two counter-torques cancel each other out. The right turbojet engine 65 and the left turbojet engine 75 do not affect the pitch, roll and heading of the aircraft.

[0472] The parameters of the right front powertrain 1, the left front powertrain 3, the right rear powertrain 4 and the left rear powertrain 2 are the same. Under the same throttle, the lift generated by the four powertrains is the same, F1=F2, F2=F3, F3=F4; the counter-torques are the same Sj1=Sj2, Nj3= Nj4, Sj2=Nj3 (same quantity but opposite direction), and these four counter-torques cancel each other out.

[0473] Compare Fig.15 and Fig.11 , Fig.15 The embodiment is equivalent to Fig.11 The embodiment of the invention is a longitudinal structure The center-front turbojet engine 69 and the center-rear turbojet engine 79 are rotated horizontally 90° to the right, and the center-front turbojet engine 69 is replaced by the right turbojet engine 65, and the center-rear turbojet engine 79 is replaced by the left turbojet engine 75; the right turbojet engine 65 and the left turbojet engine 75 do not affect the pitch, roll and heading of the aircraft, and the right turbojet engine 65 and the left turbojet engine 75 have the same function as the center-front turbojet engine 69 and the center-rear turbojet engine 79.

[0474] Compare Fig.16 The above picture and Fig.12 As shown in the figure above, the lift of the four powertrains of both aircraft is the same in both horizontal and vertical directions, so the flight principles are the same.

[0475] The gravity balance equation of the aircraft is changed to: (F1+F2+F3+F4) *cos (ɑ)+F65+F75=FP………………………………(1-22).

[0476] The ascent equation of the aircraft is changed to: (F1+F2+F3+F4) *cos (ɑ)+F65+F75>FP………………………………(1-23).

[0477] The descent equation of the aircraft is changed to: (F1+F2+F3+F4) *cos (ɑ)+F65+F75<FP………………………………(1-24).

[0478] Equations (1-23) and (1-24) are the equations for the ascent and descent of the aircraft.

[0479] The pitch balance equation of the aircraft is also (2-12): F1 +F3= F2+F4……………………(2-12).

[0480] The aircraft's backward pitch equation is also (2-13): (F1+△F) + (F3+△F)> (F2-△F)+(F4-△F)…………(2-13).

[0481] The forward pitch equation of the aircraft is also (2-14): (F1-△F) + (F3-△F)<, (F2+△F)+(F4+△F)…………(2-14).

[0482] Equations (2-13), (2-14), and (2-12) are also the set of balance equations for the aircraft's backward, forward, and pitching motions in the eleventh embodiment.

[0483] The rolling balance equation of the aircraft is also (3-12): F1+F4= F3+F2……………………(3-12).

[0484] The aircraft's left rolling equation is also (3-13): (F1+△F) + (F4+△F)> (F3-△F)+(F2-△F)…………(3-13).

[0485] The aircraft's right roll equation is also (3-14): (F1-△F) + (F4-△F)< (F3+△F)+(F2+△F)......(3-14).

[0486] Equations (3-13), (3-14), and (3-12) are also the set of balance equations for the aircraft's left roll, right roll, and roll in the eleventh embodiment.

[0487] The equation for the aircraft to maintain stable heading is also (5-12): (Nj3+ Nj4)+(F3+F4)*sin(ɑ)*dp= Sj1+Sj2+ (F1+F2)*sin(ɑ)*dp …… ...

[0488] The equation for the aircraft to turn clockwise S, that is, to turn right, is also (5-13): ((Nj3-△j) + (Nj4-△j) + ((F3-△F) + (F4-△F))*sin (ɑ)*dp< (Sj1+△j ) + (Sj2+△j ) + ((F1+△F ) + (F2+△F))*sin (ɑ)*dp.... (5-13).

[0489] The equation for the aircraft to turn counterclockwise by N, that is, to turn left, is also (5-14): ((Nj3+△j) + (Nj4+△j)+((F3+△F) + (F4+△F))*sin(ɑ)*dp> (Sj1-△j ) + (Sj2-△j ) + ((F1-△F ) + (F2-△F))*sin (ɑ)*dp.... (5-14).

[0490] Equations (5-13), (5-14), and (5-12) are also the set of equations for the aircraft turning right, turning left, and heading stability in the eleventh embodiment.

[0491] Equations (1-22), (2-12), (3-12), and (5-12) are the equations for the hovering of the aircraft.

[0492] When the aircraft is in the air, the flight controller controls the lift of each power assembly to be in the state of (1-22), (2-12), (3-12), and (5-12), and the aircraft hovers in the air.

[0493] From the above description, it can be seen that the aircraft of the eleventh embodiment also only needs the lift changes of the small rotors of the four power assemblies to control the pitch, roll and heading of the aircraft, and does not require the lift participation of the right turbojet engine 65 and the left turbojet engine 75. In the process of manipulating the pitch, roll and heading of the diagonal rotor tilt-type multi-rotor aircraft, the lift of the right turbojet engine 65 and the left turbojet engine 75 remains constant.

[0494] Fig.16 The following figure is another embodiment, Fig.15 In the diagonal rotor tilt-type multi-rotor aircraft, the rotation directions of the turbines of the right turbojet engine 65 and the left turbojet engine 75 are swapped, and the other components remain unchanged.

[0495] Compare Fig.16 The above picture, Fig.16In the figure below, both have the same forces in the horizontal and vertical directions, so the flight principles are the same.

[0496] Fig.17 It consists of an upper figure, a middle figure and a lower figure. The upper figure is an axonometric view of the diagonal rotor tilt-type multi-rotor aircraft of the twelfth embodiment of the present invention, the middle figure is a view along the axis of the right front arm looking toward the aircraft fuselage main body, and the lower figure is a view along the axis of the right rear arm looking toward the aircraft fuselage main body.

[0497] Fig.17 In the above figure, the center bottom of the fuselage body 8 is connected to the duck-foot landing gear 91, the turbojet engine compartment 36 at the bottom of the fuselage body 8, the right side of the center of gravity is connected to the right turbojet engine 65, and the left side of the center of gravity is connected to the left turbojet engine 75. The right turbojet engine 65 and the left turbojet engine 75 form a horizontal structure, and the right turbojet engine 65 rotates counterclockwise N (see Fig.18 As shown in the upper figure), the lift F65 generated is vertically upward, and the left turbojet engine 75 rotates clockwise S, and the lift F75 generated is vertically upward; the air inlet 33 is connected to the rear part of the fuselage body 8, and the air inlet 33 passes through the common cabin 37 from the top and enters the turbojet engine cabin 36, and the air flows from the top of the fuselage body 8 into the turbojet engine cabin 36 at the bottom.

[0498] The right front part of the top of the fuselage body 8 is connected to the right front arm 21, the front end of the right front arm 21 is connected to the right front power assembly 1, and the small rotor of the right front power assembly 1 rotates clockwise S (see Fig.18 ), the left front part of the top of the fuselage body 8 is connected to the left front arm 23, the front end of the left front arm 23 is connected to the left front power assembly 3, and the small rotor of the left front power assembly 3 rotates counterclockwise by N; the right rear part of the top of the fuselage body 8 is connected to the right rear arm 24, the rear end of the right rear arm 24 is connected to the right rear power assembly 4, and the small rotor of the right rear power assembly 4 rotates counterclockwise by N, the left rear part of the fuselage body 8 is connected to the left rear arm 22, the rear end of the left rear arm 22 is connected to the left rear power assembly 2, and the small rotor of the left rear power assembly 2 rotates clockwise by S, the line connecting the rotation centers of the four small rotors of these four power assemblies is a rectangle, the center of gravity P of the aircraft overlaps with the center of the rectangle, the axis of the right front arm 21 and the axis of the left rear arm 22 overlap with the diagonal line 117 of the rectangle to the right front, and the axis of the left front arm 23 and the axis of the right rear arm 24 overlap with the diagonal line 118 of the rectangle to the left front.

[0499] Fig.13In the middle figure, when the right front power assembly 1 is connected, the right front power assembly 1 is tilted to the left front around the axis of the right front arm 21, and the rotating surface 191 of the small rotor of the right front power assembly 1 is tilted to the left front, and the acute angle with the horizontal plane 120 is ɑ (see the small figure in the lower left corner of the middle figure). The lift F1 of the small rotor of the right front power assembly 1 generates a horizontal component F1x perpendicular to the axis of the right front arm 21 on the horizontal plane 120, and F1x is directed to the left front (see Fig.18 In the above figure), F1x=F1*sin(ɑ), a vertical upward component force F1y is generated on the vertical line 121, F1y=F1*cos(ɑ).

[0500] When the left rear power assembly 2 is connected, the left rear power assembly 2 is tilted toward the right rear around the axis of the left rear arm 22, and the rotating surface 192 of the small rotor of the left rear power assembly 2 is tilted toward the right rear, and the acute angle between the small rotor and the horizontal plane 120 is ɑ (see the small figure in the lower right corner of the middle figure). The lift of the small rotor of the left rear power assembly 2 generates a horizontal component force F2x perpendicular to the axis of the left rear arm 22 on the horizontal plane 120, and F2x is tilted toward the right rear (see Fig.18 In the above figure), F2x=F2*sin(ɑ), and a vertical upward component force F2y is generated on the vertical line 121, F2y=F2*cos(ɑ).

[0501] Fig.17 In the figure below, when the left front power assembly 3 is connected, the left front power assembly 3 is tilted to the right front around the axis of the left front arm 23, so that the rotating surface 193 of the small rotor of the left front power assembly 3 is tilted to the right front, and the acute angle with the horizontal plane 120 is ɑ (see the small figure in the lower left corner of the figure below). The lift F3 of the small rotor of the left front power assembly 3 is tilted to the right front, and the acute angle with the vertical line 121 is ɑ. The lift F3 of the small rotor of the left front power assembly 3 generates a horizontal component F3x perpendicular to the axis of the left front arm 23 on the horizontal plane 120, and F3x is directed to the right front (see Fig.18 In the above figure), F3x=F3*sin(ɑ), a vertical upward component force F3y is generated on the vertical line 121, F3y=F3*cos(ɑ).

[0502] When the right rear power assembly 4 is connected, the right rear power assembly 4 is tilted to the left rear around the axis of the right rear arm 24, the rotating surface 194 of the small rotor of the right rear power assembly 4 is tilted to the left rear, and the acute angle between the small rotor and the horizontal plane 120 is ɑ (see the small figure in the lower right corner of the figure below), the lift F4 of the small rotor of the right rear power assembly 4 is tilted to the left rear, and the acute angle between the small rotor and the vertical line 121 is ɑ, and the lift F4 of the small rotor of the right rear power assembly 4 generates a horizontal component F4x perpendicular to the axis of the right rear arm 24 on the horizontal plane 120, and F4x is tilted to the left rear (see Fig.18In the above figure), F4x=F4*sin(ɑ), and a vertical upward component force F4y is generated on the vertical line 121, F4y=F4*cos(ɑ).

[0503] Two servos are provided to be connected to the throttle levers of the right turbojet engine 65 and the left turbojet engine 75 respectively. The flight controller is connected to the two servos. The flight controller controls the rocker arms of the two servos to change the size of the throttle, so that the lift of the right turbojet engine 65 and the left turbojet engine 75 changes, and participates in the lifting and lowering control of the aircraft. The flight controller is connected to four electric regulators. The flight controller controls the output voltage change of the electric regulator to change the speed of the motor, drive the lift of the rotor to change, and thus change the flight attitude of the aircraft. This constitutes the diagonal rotor tilt multi-rotor aircraft in which the right turbojet engine 65 rotates counterclockwise N and the left turbojet engine 75 rotates clockwise S in the twelfth embodiment. The flight principle is shown in FIG. Fig.18 .

[0504] Fig.18 In the above figure, the line connecting the rotation centers of the small rotors of the four power assemblies is a rectangle, the center of gravity P of the aircraft is at the center of the rectangle, and the distances from the rotation centers of the small rotors of the right front power assembly 1, the rotation centers of the small rotors of the left rear power assembly 2, the rotation centers of the small rotors of the left front power assembly 3, and the rotation centers of the small rotors of the right rear power assembly 4 to the center of gravity P of the aircraft are equal, and are all equal to dp.

[0505] The distances from the rotation centers of the right turbojet engine 65 and the left turbojet engine 75 to the center of gravity P of the aircraft are both equal to dp76.

[0506] The distances from the rotation centers of the small rotors of the right front power assembly 1, the rotation centers of the small rotors of the left rear power assembly 2, the rotation centers of the small rotors of the left front power assembly 3, and the rotation centers of the small rotors of the right rear power assembly 4 to the horizontal axis X passing through the center of gravity P of the aircraft are equal, and are all equal to dx.

[0507] The distances from the rotation centers of the small rotor of the right front power assembly 1, the rotation centers of the small rotor of the left rear power assembly 2, the rotation centers of the small rotor of the left front power assembly 3, and the rotation centers of the small rotor of the right rear power assembly 4 to the longitudinal axis Y passing through the center of gravity P of the aircraft are equal, and are all equal to dy.

[0508] The counter torque Nj1 of the small rotor of the right front power assembly 1 that rotates clockwise by S causes the aircraft to rotate counterclockwise by N, generating a moment F1x*dp that causes the aircraft to rotate counterclockwise by N, a moment F1y*dx that causes the aircraft to pitch backward, and a moment F1y*dy that causes the aircraft to roll to the left.

[0509] The counter-torque Nj2 of the small rotor of the left rear power assembly 2 that rotates clockwise by S causes the aircraft to rotate counterclockwise by N, generating a torque F2x*dp that causes the aircraft to rotate counterclockwise by N, a torque F2y*dx that causes the aircraft to pitch forward, and a torque F2y*dy that causes the aircraft to roll to the right.

[0510] The counter-torque Sj3 of the small rotor of the left front power assembly 3 that rotates counterclockwise by N causes the aircraft to rotate clockwise by S, generating a moment F3x*dp that causes the aircraft to rotate clockwise by S, a moment F3y*dx that causes the aircraft to tilt backward, and a moment F3y*dy that causes the aircraft to roll to the right.

[0511] The counter-torque Sj4 of the small rotor of the right rear power assembly 4 that rotates counterclockwise by N causes the aircraft to rotate clockwise by S, generating a moment F4x*dp that causes the aircraft to rotate clockwise by S, a moment F4y*dx that causes the aircraft to pitch forward, and a moment F4y*dy that causes the aircraft to roll to the left.

[0512] The lift F65 of the right turbojet engine rotating counterclockwise N generates a counter-torque Sj65 that causes the aircraft to rotate clockwise S, generating a left rolling moment F65*dp76, but no pitching moment.

[0513] The lift F75 of the left turbojet engine rotating clockwise S generates a counter-torque Nj75 that causes the aircraft to rotate counterclockwise N, generating a right rolling moment F79*dp76, but no pitching moment.

[0514] The parameters of the right turbojet engine 65 and the left turbojet engine 75 are the same. Under the same throttle, the lift of the right turbojet engine 65 and the left turbojet engine 75 are the same, F65=F75, F65*dp76 (rolling moment to the left) = F75*dp76 (rolling moment to the right), the counter-torques are the same Sj69=Nj79 (same quantity but opposite direction), and the two counter-torques cancel each other out. The right turbojet engine 65 and the left turbojet engine 75 do not affect the pitch, roll and heading of the aircraft.

[0515] The parameters of the right front powertrain 1, the left front powertrain 3, the right rear powertrain 4 and the left rear powertrain 2 are the same. Under the same throttle, the lift generated by the four powertrains is the same, F1=F2, F2=F3, F3=F4; the counter-torques are the same Nj1=Nj2, Sj3= Sj4, Nj2=Sj3 (same quantity but opposite direction), and these four counter-torques cancel each other out.

[0516] Compare Fig.17 and Fig.13 , Fig.17 An example is Fig.13In the embodiment, the longitudinally arranged center-front turbojet engine 69 and the center-rear turbojet engine 79 are horizontally rotated 90° to the right, and the center-front turbojet engine 69 is replaced by the right turbojet engine 65, and the center-rear turbojet engine 79 is replaced by the left turbojet engine 75; the right turbojet engine 65 and the left turbojet engine 75 also do not affect the pitch, roll and heading of the aircraft.

[0517] Compare Fig.18 The above picture and Fig.14 As shown in the figure above, the lift of the four powertrains of both aircraft is the same in both horizontal and vertical directions, so the flight principles are the same.

[0518] The gravity balance equation of the aircraft refers to equation (1-19): (F1+F2+F3+F4) *cos (ɑ)+F65+F75=FP………………………………(1-25).

[0519] The ascent equation of the aircraft refers to equation (1-20): (F1+F2+F3+F4) *cos (ɑ)+F65+F75>FP………………………………(1-26).

[0520] The descent equation of the aircraft refers to formula (1-21): (F1+F2+F3+F4) *cos (ɑ)+F65+F75<FP………………………………(1-27).

[0521] Equations (1-26) and (1-27) are the equations for the ascent and descent of the aircraft.

[0522] The pitch balance equation of the aircraft is also (2-12): F1 +F3= F2+F4……………………(2-12).

[0523] The aircraft's backward pitch equation is also (2-13): (F1+△F) + (F3+△F)> (F2-△F)+(F4-△F)…………(2-13).

[0524] The forward pitch equation of the aircraft is also (2-14): (F1-△F) + (F3-△F)<, (F2+△F)+(F4+△F)…………(2-14).

[0525] Equations (2-13), (2-14), and (2-12) are also the set of balance equations for the aircraft's backward, forward, and pitching motions in the twelfth embodiment.

[0526] The rolling balance equation of the aircraft is also (3-12): F1+F4= F3+F2……………………(3-12).

[0527] The aircraft's left rolling equation is also (3-13): (F1+△F) + (F4+△F)> (F3-△F)+(F2-△F)…………(3-13).

[0528] The aircraft's right roll equation is also (3-14): (F1-△F) + (F4-△F)< (F3+△F)+(F2+△F)......(3-14).

[0529] Equations (3-13), (3-14), and (3-12) are also the set of balance equations for the aircraft's left roll, right roll, and roll in the twelfth embodiment.

[0530] The equation for maintaining a stable heading of the aircraft is also (5-15): (Nj1+ Nj2)+(F1+F2)*sin(ɑ)*dp= Sj3+Sj4+(F3+F4)*sin(ɑ)*dp …… ...

[0531] The equation for the aircraft to turn counterclockwise by N, that is, to turn left, is also (5-16): ((Nj1+△j) + (Nj2+△j)+((F1+△F) + (F2+△F))*sin(ɑ)*dp> (Sj3-△j ) + (Sj4-△j ) + ((F3-△F ) + (F4-△F))*sin (ɑ)*dp.... (5-16).

[0532] The equation for the aircraft to turn clockwise S, that is, to turn right, is also (5-17): ((Nj1-△j) + (Nj2-△j) + ((F1-△F) + (F2-△F))*sin (ɑ)*dp< (Sj3+△j ) + (Sj4+△j ) + ((F3+△F ) + (F4+△F))*sin (ɑ)*dp.... (5-17).

[0533] Equations (5-16), (5-17), and (5-15) are also the set of equations for the aircraft turning left, turning right, and heading stability in the twelfth embodiment.

[0534] Equations (1-25), (2-12), (3-12), and (5-15) are the set of equations for the hovering of the aircraft in the twelfth embodiment.

[0535] When the aircraft is in the air, the flight controller controls the lift of each power assembly to be in the state of (1-25), (2-12), (3-12), and (5-15), and the aircraft hovers in the air.

[0536] From the above description, it can be seen that the aircraft of the twelfth embodiment also only needs the lift changes of the small rotors of the four power assemblies to control the pitch, roll and heading of the aircraft, and does not require the lift participation of the right turbojet engine 65 and the left turbojet engine 75. In the process of manipulating the pitch, roll and heading of the diagonal rotor tilt-type multi-rotor aircraft, the lift of the right turbojet engine 65 and the left turbojet engine 75 remains constant.

[0537] Fig.18 The following figure is another embodiment, Fig.17 In the diagonal rotor tilt-type multi-rotor aircraft, the rotation directions of the turbines of the right turbojet engine 65 and the left turbojet engine 75 are swapped, and the other components remain unchanged.

[0538] Compare Fig.18 The above picture, Fig.18 In the figure below, both have the same forces in the horizontal and vertical directions, so the flight principles are the same.

[0539] Where the duck-foot landing gear is used in the above-mentioned embodiment, a sled landing gear, a wheeled landing gear, etc. may be used instead.

[0540] Fig.19 It consists of an upper figure, a middle figure and a lower figure. The upper figure is an axonometric view of the diagonal rotor tilt-type multi-rotor aircraft of the thirteenth embodiment of the present invention, the middle figure is a top view, and the lower figure is a flight principle diagram.

[0541] Fig.19 In the above figure, the upper monoplane fixed wing is based on the upper monoplane fixed wing, and the longitudinal fuselage of the upper monoplane fixed wing is the fuselage body 81. The right end of the wing 40 of the upper monoplane fixed wing is provided with a right flap 41, and the right aileron 43 is provided near the right side of the fuselage body 81. The left end of the wing 40 of the upper monoplane fixed wing is provided with a left flap 42, and the left aileron 44 is provided near the left side of the fuselage body 81. The tail of the upper monoplane fixed wing is provided with a V-shaped tail 50, and the right tail of the V-shaped tail 50 is provided with a V-shaped tail right flap 51, and the left tail of the V-shaped tail 50 is provided with a V-shaped tail left flap 52.

[0542] The fuselage body 81 is connected to a wheeled landing gear 92 below.

[0543] The turbojet engine tilting mechanism 765 (see FIG. 1 ) is connected to the reinforcing frame crossbeam 137 of the fuselage reinforcing frame 136 in front and behind the center of gravity of the fuselage body 81. Fig.28 , Fig.29 ), the right side of the turbojet engine tilting mechanism 765 is connected to the right turbojet engine 65, and the right turbojet engine 65 is on the right side of the fuselage body 81, and the left side of the turbojet engine tilting mechanism 765 is connected to the left side turbojet engine 75, and the left side turbojet engine 75 is on the left side of the fuselage body 81. The right turbojet engine 65 and the left turbojet engine 75 form a horizontal structure on both sides of the fuselage body 81. The right turbojet engine 65 rotates counterclockwise N, and the left turbojet engine 75 rotates clockwise S (see the figure below). In the initial state, the turbojet engine tilting mechanism 765 makes the nozzles of the right turbojet engine and the left turbojet engine 75 downward and the nozzle axis vertical, and the lift F65 of the right turbojet engine 65 and the lift F75 of the left turbojet engine 75 are vertically upward (see the figure below, Fig.29 ).

[0544] Fig.19 In the middle figure, see Fig.30In the upper figure, the right end of the wing 40 is connected to the "flat-bottomed V-shaped" opening right arm 623, the flat bottom part of the "flat-bottomed V-shaped" opening right arm 623 is parallel to the longitudinal axis of the fuselage body 81, the front part of the "flat-bottomed V-shaped" opening right arm 623 is bent to the right front to form a right front arm 61 of the "flat-bottomed V-shaped" opening right arm, the axis of the right front section of the right front arm 61 of the "flat-bottomed V-shaped" opening right arm passes through the center of gravity P, the front end of the right front arm 61 of the "flat-bottomed V-shaped" opening right arm is connected to the right front power assembly 1, and the small rotor of the right front power assembly 1 rotates counterclockwise N (see the figure below). The rear part of the "flat-bottomed V-shaped" opening to the right arm 623 is bent to the right rear to form a right rear arm 64 with a "flat-bottomed V-shaped" opening to the right arm. The axis of the right rear section of the arm of the "flat-bottomed V-shaped" opening to the right arm 64 passes through the center of gravity P. The rear end of the right rear arm 64 with the "flat-bottomed V-shaped" opening to the right arm is connected to the right rear power assembly 4, and the small rotor of the right rear power assembly 4 rotates clockwise S (see the figure below); the left end of the wing 40 is connected to the "flat-bottomed V-shaped" opening to the left arm 624, the "flat-bottomed The flat bottom part of the left arm 624 with the "V-shaped" opening is parallel to the longitudinal axis of the fuselage body 81, and the front part of the left arm 624 with the "flat-bottomed V-shaped" opening is bent to the left front to form the left front arm 63 of the "flat-bottomed V-shaped" opening to the left arm. The axis of the left front section of the left front arm 63 of the "flat-bottomed V-shaped" opening to the left arm passes through the center of gravity P. The front end of the left front arm 63 of the "flat-bottomed V-shaped" opening to the left arm is connected to the left front power assembly 3, and the small rotor of the left front power assembly 3 rotates clockwise S (see the figure below). The rear part of the "flat-bottomed V-shaped" opening to the left arm 624 is bent to the left rear, forming the left rear arm 62 of the "flat-bottomed V-shaped" opening to the left arm. The axis of the left rear section of the left rear arm 62 of the "flat-bottomed V-shaped" opening to the left arm passes through the center of gravity P. The rear end of the left rear arm 62 of the "flat-bottomed V-shaped" opening to the left arm is connected to the left rear power assembly 2, and the small rotor of the left rear power assembly 2 rotates counterclockwise by N (see the figure below); the line connecting the rotation centers of the four small rotors of the four power assemblies is a rectangle, and the center of gravity P of the aircraft Overlapping with the center of the rectangle, the axis of the right front arm 61 of the "flat-bottomed V-shaped" opening to the right, the axis of the left rear arm 62 of the "flat-bottomed V-shaped" opening to the left arm overlap with the right front diagonal 117 of the rectangle; the axis of the left front arm 63 of the "flat-bottomed V-shaped" opening to the left arm, the axis of the right rear arm 64 of the "flat-bottomed V-shaped" opening to the right arm overlap with the left front diagonal 118 of the rectangle.

[0545] When the right front power assembly 1 is connected, the axis of the right front arm 61 of the right front arm of the "flat bottom V-shaped" opening to the right arm is tilted to the right rear, so that the rotating surface 191 of the small rotor of the right front power assembly 1 is tilted to the right rear, and the acute angle with the horizontal plane 120 is ɑ (see Fig.15 ), the lift F1 of the small rotor of the right front power assembly 1 is inclined to the right rear, and the acute angle with the vertical line 121 is ɑ. The lift F1 of the small rotor of the right front power assembly 1 generates a horizontal component F1x on the horizontal plane 120, which is perpendicular to the axis of the left front section arm of the left front arm 63 of the "flat-bottomed V-shaped" opening to the left arm, and F1x is toward the right rear (see the figure below), F1x=F1*sin(ɑ), and generates a vertical upward component F1y on the vertical line 121, F1y=F1*cos(ɑ).

[0546] When connected to the left rear power assembly 2, the right front power assembly 1 is tilted toward the left front along the axis of the left rear arm 62 of the "flat bottom V-shaped" opening to the left, so that the rotating surface 192 of the small rotor of the left rear power assembly 2 is tilted toward the left front, and the acute angle with the horizontal plane 120 is ɑ (see Fig.15 ), the lift F2 of the small rotor of the left rear power assembly 2 is inclined to the left front, and the acute angle with the vertical line 121 is ɑ. The lift F2 of the small rotor of the left rear power assembly 2 generates a horizontal component F2x on the horizontal plane 120 that is perpendicular to the axis of the left rear section of the left rear arm 62 of the "flat-bottomed V-shaped" opening to the left arm, and F2x is directed to the left front (see the figure below), F2x=F2*sin(ɑ), and generates a vertical upward component F2y on the vertical line 121, F2y=F2*cos(ɑ).

[0547] When the left front power assembly 3 is connected, the axis of the left front arm 63 of the left front arm of the "flat bottom V-shaped" opening to the left is tilted to the left rear, so that the rotating surface 193 of the small rotor of the left front power assembly 3 is tilted to the left rear, and the acute angle with the horizontal plane 120 is ɑ (see Fig.15 ), the lift F3 of the small rotor of the left front power assembly 3 is inclined toward the left rear, and the acute angle with the vertical line 121 is ɑ. The lift F3 of the small rotor of the left front power assembly 3 generates a horizontal component F3x on the horizontal plane 120, which is perpendicular to the axis of the left front section arm of the left front arm 63 of the "flat-bottomed V-shaped" opening to the left arm, and F3x is toward the left rear (see the figure below), F3x=F3*sin(ɑ), and generates a vertical upward component F3y on the vertical line 121, F3y=F3*cos(ɑ).

[0548] When the right rear power assembly 4 is connected, the axis of the right rear arm 64 of the right rear arm of the "flat bottom V-shaped" opening to the right arm is tilted to the right front, so that the rotating surface 194 of the small rotor of the right rear power assembly 4 is tilted to the right front, and the acute angle with the horizontal plane 120 is ɑ (see Fig.15), the lift F4 of the small rotor of the right rear power assembly 4 is inclined to the right front, and the acute angle with the vertical line 121 is ɑ, and the lift F4 of the small rotor of the right rear power assembly 4 generates a horizontal component F4x on the horizontal plane 120 that is perpendicular to the axis of the right rear section arm of the right rear arm 64 of the "flat-bottomed V-shaped" opening to the right arm, F4x is directed to the right front (see the figure below), F4x=F4*sin(ɑ), and generates a vertical upward component F4y on the vertical line 121, F4y=F4*cos(ɑ).

[0549] Two servos are provided to connect the throttle levers of the right turbojet engine 65 and the left turbojet engine 75 respectively; the flight controller is connected to the two servos; the flight controller controls the rocker arms of the two servos to change the size of the throttle, so that the lift of the right turbojet engine 65 and the left turbojet engine 75 changes, and participates in the lifting and lowering control of the aircraft; the flight controller is connected to four electric regulators; the flight controller controls the output voltage change of the electric regulators to change the speed of the motor, drive the lift of the rotor to change, thereby changing the flight attitude of the aircraft; the flight controller is connected to the servo motor; the flight controller controls the rotation of the servo motor to tilt the right turbojet engine 65 and the left turbojet engine 75 connected to the two ends of the tilt mechanism 765, so that the lift direction of the right turbojet engine 65 and the left turbojet engine 75 changes; this constitutes the diagonal rotor tilt-type multi-rotor aircraft with a tilt-turbojet engine of the thirteenth embodiment; the flight principle is shown in the figure below.

[0550] Fig.19 In the figure below, the aerodynamic center FL of fixed wing 40 overlaps with or is slightly behind the center of gravity P of the aircraft. The line connecting the rotation centers of the small rotors of the four power assemblies is a rectangle. The center of gravity P of the aircraft is at the center of the rectangle. The rotation centers of the small rotors of the right front power assembly 1, the rotation centers of the small rotors of the left rear power assembly 2, the rotation centers of the small rotors of the left front power assembly 3, and the rotation centers of the small rotors of the right rear power assembly 4 are all at the same distance from the center of gravity P of the aircraft, and are all equal to dp.

[0551] The distances from the rotation centers of the small rotors of the right front power assembly 1, the rotation centers of the small rotors of the left rear power assembly 2, the rotation centers of the small rotors of the left front power assembly 3, and the rotation centers of the small rotors of the right rear power assembly 4 to the horizontal axis X passing through the center of gravity P of the aircraft are equal, and are all equal to dx.

[0552] The distances from the rotation centers of the small rotor of the right front power assembly 1, the rotation centers of the small rotor of the left rear power assembly 2, the rotation centers of the small rotor of the left front power assembly 3, and the rotation centers of the small rotor of the right rear power assembly 4 to the longitudinal axis Y passing through the center of gravity P of the aircraft are equal, and are all equal to dy.

[0553] The line connecting the rotation center of the right turbojet engine 65 and the rotation center of the left turbojet engine 75 passes through the center of gravity P of the aircraft, and the distances from the two rotation centers to the center of gravity P of the aircraft are both equal to dp76.

[0554] The counter-torque Sj1 of the small rotor of the right front power assembly 1 that rotates counterclockwise by N causes the aircraft to rotate clockwise by S, generating a moment F1x*dp that causes the aircraft to rotate clockwise by S, a moment F1y*dx that causes the aircraft to pitch backward, and a moment F1y*dy that causes the aircraft to roll to the left.

[0555] The counter-torque Sj2 of the small rotor of the left rear power assembly 2 that rotates counterclockwise by N causes the aircraft to rotate clockwise by S, generating a moment F2x*dp that causes the aircraft to rotate clockwise by S, a moment F2y*dx that causes the aircraft to pitch forward, and a moment F2y*dy that causes the aircraft to roll to the right.

[0556] The small rotor anti-torque Nj3 of the clockwise rotation S of the left front power assembly 3 causes the aircraft to rotate counterclockwise N, generating a torque F3x*dp that causes the aircraft to rotate counterclockwise N, a torque F3y*dx that causes the aircraft to tilt backward, and a torque F3y*dy that causes the aircraft to roll to the right.

[0557] The counter-torque Nj4 of the small rotor of the right rear power assembly 4 that rotates clockwise by S causes the aircraft to rotate counterclockwise by N, generating a moment F4x*dp that causes the aircraft to rotate counterclockwise by N, a moment F4y*dx that causes the aircraft to pitch forward, and a moment F4y*dy that causes the aircraft to roll to the left.

[0558] In the initial state, the lift F65 generated by the right turbojet engine 65 and the lift F75 generated by the left turbojet engine 75 are vertically upward. The counter-torque Sj65 of the right turbojet engine that rotates counterclockwise by N causes the aircraft to rotate clockwise by S, generating a rolling moment F65*dp76 to the left, and no pitch moment is generated; the counter-torque Nj75 of the left turbojet engine that rotates clockwise by S causes the aircraft to rotate counterclockwise by N, generating a rolling moment F79*dp76 to the right, and no pitch moment is generated.

[0559] The parameters of the right turbojet engine 65 and the left turbojet engine 75 are the same. Under the same throttle, the lift of the right turbojet engine 65 and the left turbojet engine 75 are the same, F65=F75, F65*dp76 (rolling moment to the left) = F75*dp76 (rolling moment to the right), the counter-torques are the same Sj69=Nj79 (same quantity but opposite direction), and the two counter-torques cancel each other out. The right turbojet engine 65 and the left turbojet engine 75 do not affect the pitch, roll and heading of the aircraft.

[0560] The parameters of the right front powertrain 1, the left front powertrain 3, the right rear powertrain 4 and the left rear powertrain 2 are the same. Under the same throttle, the lift generated by the four powertrains is the same, F1=F2, F2=F3, F3=F4; the counter-torques are the same Sj1=Sj2, Nj3= Nj4, Sj2=Nj3 (same quantity but opposite direction), and these four counter-torques cancel each other out.

[0561] Compare Fig.19 and Fig.15 The right turbojet engine 65, the left turbojet engine 75 and the layout of the four power assemblies of the two embodiments are the same. Fig.16 The above picture and Fig.19 In the figure below, the lift of the four power assemblies of both aircraft is the same in the horizontal and vertical directions. In the initial state, the lift F65 generated by the right turbojet engine 65 and the lift F75 generated by the left turbojet engine 75 of both aircraft are vertically upward. Therefore, the flight principle is the same (see Fig.16 illustrate).

[0562] The gravity balance equation for the aircraft is also: (F1+F2+F3+F4) *cos (ɑ)+F65+F75=FP………………………………(1-22).

[0563] The ascent equation for the aircraft is also: (F1+F2+F3+F4) *cos (ɑ)+F65+F75>FP………………………………(1-23).

[0564] The descent equation for the aircraft is also: (F1+F2+F3+F4) *cos (ɑ)+F65+F75<FP……………………(1-24).

[0565] Equations (1-23) and (1-24) are also the set of equations for the ascent and descent of the aircraft in the thirteenth embodiment.

[0566] The pitch balance equation of the aircraft is also (2-12): F1 +F3= F2+F4……………………(2-12).

[0567] The aircraft's backward pitch equation is also (2-13): (F1+△F) + (F3+△F)> (F2-△F)+(F4-△F)…………(2-13).

[0568] The forward pitch equation of the aircraft is also (2-14): (F1-△F) + (F3-△F)<, (F2+△F)+(F4+△F)…………(2-14).

[0569] Equations (2-13), (2-14), and (2-12) are also the set of balance equations for the aircraft's backward, forward, and pitching movements of the thirteenth embodiment.

[0570] The rolling balance equation of the aircraft is also (3-12): F1+F4= F3+F2……………………(3-12).

[0571] The aircraft's left rolling equation is also (3-13): (F1+△F) + (F4+△F)> (F3-△F)+(F2-△F)…………(3-13).

[0572] The aircraft's right roll equation is also (3-14): (F1-△F) + (F4-△F)< (F3+△F)+(F2+△F)......(3-14).

[0573] Equations (3-13), (3-14), and (3-12) are also the set of balance equations for the aircraft's left roll, right roll, and roll balance in the thirteenth embodiment.

[0574] The equation for the aircraft to maintain stable heading is also (5-12): (Nj3+ Nj4)+(F3+F4)*sin(ɑ)*dp= Sj1+Sj2+ (F1+F2)*sin(ɑ)*dp …… ...

[0575] The equation for the aircraft to turn clockwise S, that is, to turn right, is also (5-13): ((Nj3-△j) + (Nj4-△j) + ((F3-△F) + (F4-△F))*sin (ɑ)*dp< (Sj1+△j ) + (Sj2+△j ) + ((F1+△F ) + (F2+△F))*sin (ɑ)*dp.... (5-13).

[0576] The equation for the aircraft to turn counterclockwise by N, that is, to turn left, is also (5-14): ((Nj3+△j) + (Nj4+△j)+((F3+△F) + (F4+△F))*sin(ɑ)*dp> (Sj1-△j ) + (Sj2-△j ) + ((F1-△F ) + (F2-△F))*sin (ɑ)*dp.... (5-14).

[0577] Equations (5-13), (5-14), and (5-12) are also the set of equations for the aircraft turning right, turning left, and heading stability in the thirteenth embodiment.

[0578] Equations (1-22), (2-12), (3-12), and (5-12) are the equations for the hovering of the aircraft.

[0579] When the aircraft is in the air, the flight controller controls the lift of each power assembly to be in the state of (1-22), (2-12), (3-12), and (5-12), and the aircraft hovers in the air.

[0580] In the initial state, the aircraft of the thirteenth embodiment also only needs the lift changes of the small rotors of the four power assemblies to control the pitch, roll and heading of the aircraft, and does not require the lift participation of the right turbojet engine 65 and the left turbojet engine 75. In the process of manipulating the pitch, roll and heading of the diagonal rotor tilt-type multi-rotor aircraft, the lift of the right turbojet engine 65 and the left turbojet engine 75 remains constant. At this time, the flight of the aircraft of the thirteenth embodiment is in the flight mode of a multi-rotor aircraft.

[0581] The turbojet engine tilting mechanism 765 transforms the lift F65 generated by the right turbojet engine 65 and the lift F75 generated by the left turbojet engine 75 from vertically upward to horizontally forward, and the flight of the aircraft of the thirteenth embodiment is transformed from the flight mode of a multi-rotor aircraft to the flight mode of a fixed-wing aircraft. Fig. 20 illustrate.

[0582] Fig. 20 It consists of an upper figure and a lower figure. The upper figure is an axonometric view of the lift of the turbojet engine of the diagonal rotor tilt-type multi-rotor aircraft of the thirteenth embodiment of the present invention when the lift of the turbojet engine is transformed from vertically upward to forward and upward tilted. The lower figure is an axonometric view of the lift of the turbojet engine of the diagonal rotor tilt-type multi-rotor aircraft of the thirteenth embodiment of the present invention when the lift of the turbojet engine is transformed from forward and upward tilted to horizontal forward flight.

[0583] Fig. 20 In the figure above, see Fig.19 The middle picture, Fig.29 In the above figure, when the diagonal rotor tilt multi-rotor aircraft of the thirteenth embodiment is in the initial state and flies in the air in the multi-rotor flight mode, the flight controller controls the servo motor 130 to rotate forward (see Fig.28 The following figure, Fig.29), drives the worm 132 to rotate forward, the worm 132 links the worm wheel 133 to rotate forward, the worm wheel 133 drives the linkage shaft 134 to rotate forward, the right turbojet engine 65 and the left turbojet engine 75 connected to the two ends of the linkage shaft 134 rotate forward synchronously, and the lift F65 and F75 of the right turbojet engine 65 and the left turbojet engine 75 are transformed from vertically upward to tilted forward and upward.

[0584] At this time, the flight controller increases the throttle of the right turbojet engine 65 and the left turbojet engine 75 in the same manner, and the aircraft flies upward and forward.

[0585] As the aircraft flies upward and forward, the lift of the small rotors of the four powertrains controls the pitch, roll and heading of the aircraft to make it fly upward and forward stably. Fig. 20 The middle picture status.

[0586] Fig. 20 In the middle figure, as the forward speed of the aircraft increases, the fixed wing 40 generates lift. When the forward speed of the aircraft is greater than the stall speed of the fixed wing 40 and the lift generated by the fixed wing 40 is greater than the weight of the aircraft, the flight controller controls the servo motor 130 to continue to rotate forward, driving the worm 132 to continue to rotate forward, the worm 132 links the worm wheel 133 to continue to rotate forward, and the worm wheel 133 drives the linkage shaft 134 to continue to rotate forward, so that the lift F65 and F75 of the right turbojet engine 65 and the left turbojet engine 75 are transformed from tilting forward and upward to horizontal and forward (see Fig.28 The following figure, Fig.29 ), enter Fig. 20 The status shown below.

[0587] Fig. 20 In the figure below, at this time, the flight controller stops the rotation of the small rotors of the four power assemblies and shuts off the power output of the four power assemblies. The right flap 41 and the left flap 42 of the fixed wing 40 control the roll of the aircraft, the right flap 51 and the left flap 52 of the V-tail 50 control the pitch in linkage, and the right flap 51 and the left flap 52 of the V-tail 50 control the heading differentially. The aircraft enters the fixed-wing mode for flight.

[0588] The flight controller reduces the throttle of the right turbojet engine 65 and the left turbojet engine 75 in the same manner, the forward flight speed of the aircraft is reduced, the lift of the fixed wing 40 is reduced, and the aircraft descends. When it descends to a suitable height, the flight controller controls the servo motor 130 to reverse, driving the worm 132 to reverse, the worm 132 to reverse the worm gear 133, the worm gear 133 to reverse the linkage shaft 134, the right turbojet engine 65 and the left turbojet engine 75 connected to both ends of the linkage shaft 134 are synchronously tilted backward, and the lift F65 and F75 generated by the right turbojet engine 65 and the left turbojet engine 75 are transformed from vertically upward to tilt forward and upward (see Fig.28 The following figure, Fig.29 ), return Fig. 20 The middle picture status.

[0589] At this time, the flight controller starts the four power assemblies. The lift of the small rotors of the four power assemblies controls the pitch, roll and heading of the aircraft. The flight controller controls the servo motor 130 to continue to reverse, driving the worm 132 to continue to reverse. The worm 132 and the worm gear 133 continue to reverse. The worm gear 133 drives the linkage shaft 134 to continue to reverse. The right turbojet engine 65 and the left turbojet engine 75 connected to the two ends of the linkage shaft 134 continue to tilt backward synchronously, so that the lift F65 and F75 of the right turbojet engine 65 and the left turbojet engine 75 are transformed from tilting forward and upward to vertically upward, returning to the original position. Fig.19 The aircraft returns to multi-rotor flight mode.

[0590] The thirteenth embodiment is a diagonal rotor tilt-type multi-rotor aircraft with a tilt-turbojet engine, which has the flight capabilities of multi-rotor vertical lift and fixed-wing horizontal flight. The turbojet engine tilt mechanism 765 drives the right turbojet engine 65 and the left turbojet engine 75 to tilt synchronously, thereby realizing free conversion between the two flight modes.

[0591] In other embodiments, the right turbojet engine 65 is connected under the right wing spar and driven to tilt by an electric cylinder or a hydraulic push rod, and the left turbojet engine 75 is connected under the left wing spar and driven to tilt by an electric cylinder or a hydraulic push rod.

[0592] Fig.21 It consists of an upper figure, a middle figure and a lower figure. The upper figure is an axonometric view of the diagonal rotor tilt-type multi-rotor aircraft of the fourteenth embodiment of the present invention, the middle figure is a top view, and the lower figure is a flight principle diagram.

[0593] Fig.21In the above figure, the upper monoplane fixed wing is based on the upper monoplane fixed wing, and the longitudinal fuselage of the upper monoplane fixed wing is the fuselage body 81. The right end of the wing 40 of the upper monoplane fixed wing is provided with a right flap 41, and the right aileron 43 is provided near the right side of the fuselage body 81. The left end of the wing 40 of the upper monoplane fixed wing is provided with a left flap 42, and the left aileron 44 is provided near the left side of the fuselage body 81. The tail of the upper monoplane fixed wing is provided with a V-shaped tail 50, and the right tail of the V-shaped tail 50 is provided with a V-shaped tail right flap 51, and the left tail of the V-shaped tail 50 is provided with a V-shaped tail left flap 52.

[0594] The fuselage body 81 is connected to a wheeled landing gear 92 below.

[0595] The right side vector turbojet engine 68 is connected to the right side of the fuselage body 81 near the center of gravity, symmetrically to the longitudinal axis of the fuselage body 81, and the left side vector turbojet engine 78 is connected to the left side of the fuselage body 81 near the center of gravity. The right side vector turbojet engine 68 and the left side vector turbojet engine 78 form a horizontal structure on both sides of the fuselage body 81.

[0596] Viewed from the front to the rear of the nose, the turbine rotation planes of the right vector turbojet engine 68 and the left vector turbojet engine 78 are perpendicular to the longitudinal axis of the fuselage, and the turbine rotation directions of the right vector turbojet engine 68 and the left vector turbojet engine 78 are opposite, taking the turbine of the right vector turbojet engine 68 rotating counterclockwise N and the turbine of the left vector turbojet engine 78 rotating clockwise S (see the figure below) as an example.

[0597] In the initial state, the vector nozzles of the right vector turbojet engine 68 and the left vector turbojet engine 78 are downward, the vector nozzle axes are vertical, and the lifts F68 and F78 generated by the right vector turbojet engine 68 and the left vector turbojet engine 78 are vertically upward.

[0598] Fig.21 In the middle figure, see Fig.30In the upper figure, the right end of the wing 40 is connected to the "flat-bottomed V-shaped" opening right arm 623, the flat bottom part of the "flat-bottomed V-shaped" opening right arm 623 is parallel to the longitudinal axis of the fuselage body 81, the front part of the "flat-bottomed V-shaped" opening right arm 623 is bent to the right front to form a right front arm 61 of the "flat-bottomed V-shaped" opening right arm, the axis of the right front section of the right front arm 61 of the "flat-bottomed V-shaped" opening right arm passes through the center of gravity P, the front end of the right front arm 61 of the "flat-bottomed V-shaped" opening right arm is connected to the right front power assembly 1, and the small rotor of the right front power assembly 1 rotates counterclockwise N (see the figure below). The rear part of the "flat-bottomed V-shaped" opening to the right arm 623 is bent to the right rear to form a right rear arm 64 with a "flat-bottomed V-shaped" opening to the right arm. The axis of the right rear section of the arm of the "flat-bottomed V-shaped" opening to the right arm 64 passes through the center of gravity P. The rear end of the right rear arm 64 with the "flat-bottomed V-shaped" opening to the right arm is connected to the right rear power assembly 4, and the small rotor of the right rear power assembly 4 rotates S clockwise; the left end of the wing 40 is connected to the "flat-bottomed V-shaped" opening to the left arm 624, and the "flat-bottomed V-shaped" opening to the right arm The flat bottom part of the left opening arm 624 is parallel to the longitudinal axis of the fuselage body 81, and the front part of the "flat bottom V-shaped" left opening arm 624 is bent to the left front to form a left front arm 63 of the "flat bottom V-shaped" left opening arm. The axis of the left front section of the left front arm 63 of the "flat bottom V-shaped" left opening arm passes through the center of gravity P, and the front end of the left front arm 63 of the "flat bottom V-shaped" left opening arm is connected to the left front power assembly 3, and the small rotor of the left front power assembly 3 rotates clockwise S (see the figure below). The rear part of the "flat-bottomed V-shaped" opening to the left arm 624 bends toward the left rear to form a left rear arm 62 with a "flat-bottomed V-shaped" opening to the left arm. The axis of the left rear section of the left rear arm 62 with the "flat-bottomed V-shaped" opening passes through the center of gravity P. The rear end of the left rear arm 62 with the "flat-bottomed V-shaped" opening to the left arm is connected to the left rear power assembly 2, and the small rotor of the left rear power assembly 2 rotates counterclockwise by N.

[0599] The line connecting the rotation centers of the four small rotors of the right front power assembly 1, the left rear power assembly 2, the left front power assembly 3 and the right rear power assembly 4 is a rectangle, the center of gravity P of the aircraft overlaps with the center of the rectangle, the axis of the right front section arm of the right front arm 61 with the "flat-bottomed V-shaped" opening to the right, the axis of the left rear section arm of the left rear arm 62 with the "flat-bottomed V-shaped" opening to the left arm overlaps with the right front diagonal 117 of the rectangle, the axis of the left front section arm of the left front arm 63 with the "flat-bottomed V-shaped" opening to the left arm, the axis of the right rear section arm of the right rear arm 64 with the "flat-bottomed V-shaped" opening to the right arm overlaps with the left front diagonal 118 of the rectangle.

[0600] When the right front power assembly 1 is connected, the axis of the right front arm 61 of the right front arm of the "flat bottom V-shaped" opening to the right arm is tilted to the right rear, so that the rotating surface 191 of the small rotor of the right front power assembly 1 is tilted to the right rear, and the acute angle with the horizontal plane 120 is ɑ (see Fig.15 ), the lift F1 of the small rotor of the right front power assembly 1 is inclined to the right rear, and the acute angle with the vertical line 121 is ɑ. The lift F1 of the small rotor of the right front power assembly 1 generates a component force F1x on the horizontal plane 120 that is perpendicular to the axis of the left front section arm of the left front arm 63 of the "flat-bottomed V-shaped" opening to the left arm, and F1x is to the right rear (see the figure below), F1x=F1*sin(ɑ), and generates a vertically upward component force F1y on the vertical line 121, F1y=F1*cos(ɑ).

[0601] When connected to the left rear power assembly 2, the right front power assembly 1 is tilted toward the left front along the axis of the left rear arm 62 of the "flat bottom V-shaped" opening to the left, so that the rotating surface 192 of the small rotor of the left rear power assembly 2 is tilted toward the left front, and the acute angle with the horizontal plane 120 is ɑ (see Fig.15 ), the lift F2 of the small rotor of the left rear power assembly 2 is inclined to the left front, and the acute angle with the vertical line 121 is ɑ. The lift F2 of the small rotor of the left rear power assembly 2 generates a component force F2x on the horizontal plane 120 that is perpendicular to the axis of the left rear section arm of the left rear arm 62 of the "flat-bottomed V-shaped" opening to the left arm, and F2x is directed to the left front (see the figure below), F2x=F2*sin(ɑ), and generates a vertically upward component force F2y on the vertical line 121, F2y=F2*cos(ɑ).

[0602] When the left front power assembly 3 is connected, the axis of the left front arm 63 of the left front arm of the "flat bottom V-shaped" opening to the left is tilted to the left rear, so that the rotating surface 193 of the small rotor of the left front power assembly 3 is tilted to the left rear, and the acute angle with the horizontal plane 120 is ɑ (see Fig.15 ), the lift F3 of the small rotor of the left front power assembly 3 is inclined toward the left rear, and the acute angle with the vertical line 121 is ɑ. The lift F3 of the small rotor of the left front power assembly 3 generates a component force F3x on the horizontal plane 120 that is perpendicular to the axis of the left front section arm of the left front arm 63 of the "flat-bottomed V-shaped" opening to the left arm, F3x is toward the left rear (see the figure below), F3x=F3*sin(ɑ), and generates a vertically upward component force F3y on the vertical line 121, F3y=F3*cos(ɑ).

[0603] When the right rear power assembly 4 is connected, the axis of the right rear arm 64 of the right rear arm of the "flat bottom V-shaped" opening to the right arm is tilted to the right front, so that the rotating surface 194 of the small rotor of the right rear power assembly 4 is tilted to the right front, and the acute angle with the horizontal plane 120 is ɑ (see Fig.15 ), the lift F4 of the small rotor of the right rear power assembly 4 is inclined to the right front, and the acute angle with the vertical line 121 is ɑ, and the lift F4 of the small rotor of the right rear power assembly 4 generates a horizontal component F4x on the horizontal plane 120 that is perpendicular to the axis of the right rear section arm of the right rear arm 64 of the "flat-bottomed V-shaped" opening to the right arm, F4x is directed to the right front (see the figure below), F4x=F4*sin(ɑ), and generates a vertical upward component F4y on the vertical line 121, F4y=F4*cos(ɑ).

[0604] Two servos are provided to connect the throttle levers of the right vector turbojet engine 68 and the left vector turbojet engine 78 respectively, and the flight controller is connected to the two servos, and the flight controller controls the rocker arms of the two servos to change the size of the throttle, so that the lift of the right vector turbojet engine 68 and the left vector turbojet engine 78 changes, and participates in the lifting and lowering control of the aircraft. The flight controller is connected to four electric regulators, and the flight controller controls the output voltage change of the electric regulators to change the speed of the motor, drive the lift of the rotor to change, thereby changing the flight attitude of the aircraft. The flight controller is connected to the vector nozzle servo, and the flight controller controls the vector nozzle servo to tilt the nozzles of the right vector turbojet engine 68 and the left vector turbojet engine 78, and change the lift direction of the right vector turbojet engine 68 and the left vector turbojet engine 78. This constitutes the fourteenth embodiment of the diagonal rotor tilt-type multi-rotor aircraft with vector turbojet engines. The flight principle is shown in the figure below.

[0605] Fig.21 In the figure below, the aerodynamic center FL of fixed wing 40 overlaps with or is slightly behind the center of gravity P of the aircraft. The line connecting the rotation centers of the small rotors of the four power assemblies is a rectangle. The center of gravity P of the aircraft is at the center of the rectangle. The rotation centers of the small rotors of the right front power assembly 1, the rotation centers of the small rotors of the left rear power assembly 2, the rotation centers of the small rotors of the left front power assembly 3, and the rotation centers of the small rotors of the right rear power assembly 4 are all at the same distance from the center of gravity P of the aircraft, and are all equal to dp.

[0606] The distances from the rotation centers of the small rotors of the right front power assembly 1, the rotation centers of the small rotors of the left rear power assembly 2, the rotation centers of the small rotors of the left front power assembly 3, and the rotation centers of the small rotors of the right rear power assembly 4 to the horizontal axis X passing through the center of gravity P of the aircraft are equal, and are all equal to dx.

[0607] The distances from the rotation centers of the small rotor of the right front power assembly 1, the rotation centers of the small rotor of the left rear power assembly 2, the rotation centers of the small rotor of the left front power assembly 3, and the rotation centers of the small rotor of the right rear power assembly 4 to the longitudinal axis Y passing through the center of gravity P of the aircraft are equal, and are all equal to dy.

[0608] In the initial state, the vector nozzles of the right vector turbojet engine 68 and the left vector turbojet engine 78 are downward, the nozzle axes are vertical, the line connecting the centers of the two nozzles passes through the center of gravity P of the aircraft, and the distances from the centers of the two nozzles to the center of gravity P of the aircraft are equal to dp77.

[0609] The counter-torque Sj1 of the small rotor of the right front power assembly 1 that rotates counterclockwise by N causes the aircraft to rotate clockwise by S, generating a moment F1x*dp that causes the aircraft to rotate clockwise by S, a moment F1y*dx that causes the aircraft to pitch backward, and a moment F1y*dy that causes the aircraft to roll to the left.

[0610] The counter-torque Sj2 of the small rotor of the left rear power assembly 2 that rotates counterclockwise by N causes the aircraft to rotate clockwise by S, generating a moment F2x*dp that causes the aircraft to rotate clockwise by S, a moment F2y*dx that causes the aircraft to pitch forward, and a moment F2y*dy that causes the aircraft to roll to the right.

[0611] The counter torque Nj3 of the small rotor of the left front power assembly 3 that rotates clockwise by S causes the aircraft to rotate counterclockwise by N, generating a moment F3x*dp that causes the aircraft to rotate counterclockwise by N, a moment F3y*dx that causes the aircraft to pitch backward, and a moment F3y*dy that causes the aircraft to roll to the right.

[0612] The counter-torque Nj4 of the small rotor of the right rear power assembly 4 that rotates clockwise by S causes the aircraft to rotate counterclockwise by N, generating a moment F4x*dp that causes the aircraft to rotate counterclockwise by N, a moment F4y*dx that causes the aircraft to pitch forward, and a moment F4y*dy that causes the aircraft to roll to the left.

[0613] The turbine rotation planes of the right vector turbojet engine 68 and the left vector turbojet engine 78 are perpendicular to the longitudinal axis of the fuselage. The anti-torque generated by the two vector turbojet engines does not affect the heading. In the initial state, the lift F68 of the right vector turbojet engine is vertically upward, generating a left rolling moment F68*dp77, and no pitching moment; the lift F75 of the left turbojet engine is vertically upward, generating a right rolling moment F78*dp77, and no pitching moment.

[0614] The parameters of the right vector turbojet engine 68 and the left vector turbojet engine 78 are the same. Under the same throttle, the lift of the right vector turbojet engine 68 and the left vector turbojet engine 78 are the same, F68=F78, F68*dp77 (rolling moment to the left) = F78*dp77 (rolling moment to the right). The lift of the right vector turbojet engine 68 and the left vector turbojet engine 78 does not affect the pitch, roll and heading of the aircraft.

[0615] The parameters of the right front powertrain 1, the left front powertrain 3, the right rear powertrain 4 and the left rear powertrain 2 are the same. Under the same throttle, the lift generated by the four powertrains is the same, F1=F2, F2=F3, F3=F4; the counter-torques are the same Sj1=Sj2, Nj3= Nj4, Sj2=Nj3 (same quantity but opposite direction), and these four counter-torques cancel each other out.

[0616] Compare Fig.21 and Fig.19 , Fig.19 The right turbojet engine 65 of the embodiment corresponds to Fig.21 The right vectored turbojet engine 68 of the embodiment, Fig.19 The left turbojet engine 75 of the embodiment corresponds to Fig.21 The left vector turbojet engine 78 of the embodiment has the same layout of the four power assemblies. Compare Fig.21 The following figure and Fig.19 In the figure below, the lift of the four powertrains of both aircraft is the same in the horizontal and vertical directions. In the initial state, the lift generated by the jet engines of both aircraft is vertically upward. Therefore, the flight principle is the same (see Fig.19 illustrate).

[0617] The gravity balance equation of the aircraft is converted to equation (1-28) by referring to equation (1-22): (F1+F2+F3+F4) *cos (ɑ)+F68+F78=FP………………………………(1-28).

[0618] The ascent equation of the aircraft corresponds to equation (1-23) and becomes equation (1-29): (F1+F2+F3+F4) *cos (ɑ)+F68+F78>FP………………………………(1-29).

[0619] The descent equation of the aircraft corresponds to equation (1-24) and becomes equation (1-30): (F1+F2+F3+F4) *cos (ɑ)+F68+F78<FP………………………………(1-30).

[0620] Equations (1-29) and (1-30) are the set of equations for the ascent and descent of the aircraft in the fourteenth embodiment.

[0621] The pitch balance equation of the aircraft is also (2-12): F1 +F3= F2+F4……………………(2-12).

[0622] The aircraft's backward pitch equation is also (2-13): (F1+△F) + (F3+△F)> (F2-△F)+(F4-△F)…………(2-13).

[0623] The forward pitch equation of the aircraft is also (2-14): (F1-△F) + (F3-△F)<, (F2+△F)+(F4+△F)…………(2-14).

[0624] Equations (2-13), (2-14), and (2-12) are also the set of balance equations for the aircraft's backward, forward, and pitching movements of the fourteenth embodiment.

[0625] The rolling balance equation of the aircraft is also (3-12): F1+F4= F3+F2……………………(3-12).

[0626] The aircraft's left rolling equation is also (3-13): (F1+△F) + (F4+△F)> (F3-△F)+(F2-△F)…………(3-13).

[0627] The aircraft's right roll equation is also (3-14): (F1-△F) + (F4-△F)< (F3+△F)+(F2+△F)......(3-14).

[0628] Equations (3-13), (3-14), and (3-12) are also the set of balance equations for the aircraft's left roll, right roll, and roll balance in the fourteenth embodiment.

[0629] The equation for the aircraft to maintain stable heading is also (5-12): (Nj3+ Nj4)+(F3+F4)*sin(ɑ)*dp= Sj1+Sj2+ (F1+F2)*sin(ɑ)*dp …… ...

[0630] The equation for the aircraft to turn clockwise S, that is, to turn right, is also (5-13): ((Nj3-△j) + (Nj4-△j) + ((F3-△F) + (F4-△F))*sin (ɑ)*dp< (Sj1+△j ) + (Sj2+△j ) + ((F1+△F ) + (F2+△F))*sin (ɑ)*dp.... (5-13).

[0631] The equation for the aircraft to turn counterclockwise by N, that is, to turn left, is also (5-14): ((Nj3+△j) + (Nj4+△j)+((F3+△F) + (F4+△F))*sin(ɑ)*dp> (Sj1-△j ) + (Sj2-△j ) + ((F1-△F ) + (F2-△F))*sin (ɑ)*dp.... (5-14).

[0632] Equations (5-13), (5-14), and (5-12) are also the set of equations for right turning, left turning, and heading stability of the aircraft in the fourteenth embodiment.

[0633] Equations (1-28), (2-12), (3-12), and (5-12) are the equations for the hovering of the aircraft.

[0634] When the aircraft is in the air, the flight controller controls the lift of each power assembly to be in the states (1-28), (2-12), (3-12), and (5-12), and the aircraft hovers in the air.

[0635] In the initial state, the nozzles of the right vector turbojet engine 68 and the left vector turbojet engine 78 are downward, the nozzle axes are vertical, and the generated lifts F68 and F78 are vertically upward (see the figure above). At this time, the flight of the aircraft of the fourteenth embodiment is in the flight mode of a multi-rotor aircraft; the flight controller controls the vector nozzle servo to tilt the nozzles of the right vector turbojet engine 68 and the left vector turbojet engine 78 backward, so that the nozzle axes are horizontal, and the generated lifts F68 and F78 are horizontally forward. The aircraft of the fourteenth embodiment is transformed from the flight mode of a multi-rotor aircraft to the flight mode of a fixed-wing aircraft. Fig. 22 illustrate.

[0636] Fig. 22It consists of an upper figure and a lower figure. The upper figure is an axonometric view of the lift of the vector turbojet engine of the diagonal rotor tilt-type multi-rotor aircraft of the fourteenth embodiment of the present invention when the lift is transformed from vertically upward to tilted forward and upward. The lower figure is an axonometric view of the lift of the vector turbojet engine of the diagonal rotor tilt-type multi-rotor aircraft of the fourteenth embodiment of the present invention when the lift is transformed from tilted forward and upward to horizontal forward flight.

[0637] Fig. 22 In the above figure, in the initial state, the diagonal rotor tilt-type multi-rotor aircraft of the fourteenth embodiment flies in the air in a multi-rotor flight mode, and the flight controller controls the vector nozzle servo to tilt the nozzles of the right vector turbojet engine 68 and the left vector turbojet engine 78 backward, and the lift F68 and F78 of the right vector turbojet engine 68 and the left vector turbojet engine 78 are transformed from vertically upward to tilted forward and upward.

[0638] At this time, the flight controller increases the throttle of the right vector turbojet engine 68 and the left vector turbojet engine 78 in the same manner, and the aircraft flies forward and upward.

[0639] When the aircraft flies forward and upward, the lift of the small rotors of the four power assemblies controls the pitch, roll and heading of the aircraft so that the aircraft can fly forward and upward stably.

[0640] Fig. 22 In the figure below, as the forward speed of the aircraft increases, the fixed wing 40 generates lift. When the forward speed of the aircraft is greater than the stall speed of the fixed wing 40 and the lift generated by the fixed wing 40 is greater than the weight of the aircraft, the flight controller continues to control the vector nozzle servo to tilt the nozzles of the right vector turbojet engine 68 and the left vector turbojet engine 78 backward to the level of the nozzle axis, and the lift F68 and F78 of the right vector turbojet engine 68 and the left vector turbojet engine 78 are transformed from tilting forward and upward to horizontally forward.

[0641] At this time, the flight controller stops the rotation of the small rotors of the four power assemblies and shuts off the power output of the four power assemblies. The right flap 41 and the left flap 42 of the fixed wing 40 control the roll of the aircraft, the right flap 51 and the left flap 52 of the V-shaped tail 50 control the pitch in a coordinated manner, and the right flap 51 and the left flap 52 of the V-shaped tail 50 control the heading differentially. The aircraft enters the fixed-wing mode for flight.

[0642] The flight controller reduces the throttle of the right vector turbojet engine 68 and the left vector turbojet engine 78 in the same manner, the forward flight speed of the aircraft is reduced, the lift of the fixed wing 40 is reduced, and the aircraft descends. When it descends to a suitable height, the flight controller reversely controls the vector nozzle servo to rotate the nozzle axis of the right vector turbojet engine 68 and the left vector turbojet engine 78 forward, and the lift F68 and F78 of the right vector turbojet engine 68 and the left vector turbojet engine 78 are changed from being tilted forward horizontally to being tilted forward upward, and return to the state shown in the upper figure. At this time, the flight controller starts the small rotors of the four power assemblies to rotate, and the power output of the four power assemblies and the lift of the small rotors of the four power assemblies manipulate the pitch, roll and heading of the aircraft. The flight controller continues to reversely control the vector nozzle servo to make the nozzles of the right vector turbojet engine 68 and the left vector turbojet engine 78 downward, and the nozzle axis is vertical. The lift F68 and F78 of the right vector turbojet engine 68 and the left vector turbojet engine 78 are changed from being tilted forward upward to being vertically upward, and return. Fig.21 The aircraft returns to multi-rotor flight mode.

[0643] The diagonal rotor tilt-type multi-rotor aircraft of the fourteenth embodiment has a multi-rotor flight mode and a fixed-wing flight mode. The flight controller changes the lift direction of the vector jet engine by controlling the vector nozzle servo, thereby achieving free switching between the two flight modes.

[0644] Fig.19 and Fig.21 The four powertrains of the aircraft shown are Fig.15 The layout of the four powertrains, Fig.19 and Fig.21 The four powertrains of the aircraft shown can also be used Fig.17 The layout of the four powertrains, the multi-rotor mode of flight Fig.17 The flying method of the aircraft is the same.

[0645] In other embodiments, the right vector turbojet 68 is connected under the right wing spar, and the left vector turbojet 78 is connected under the left wing spar.

[0646] In the above embodiment, the front door 31 is arranged in front of the fuselage body 8. In other embodiments, the front door 31 can be arranged on the right side (right door), left side (left door), rear side (rear door), etc. of the fuselage body 8.

[0647] Taking the main component connection method of the diagonal rotor tilt-type multi-rotor aircraft of the first embodiment of the present invention as an example, the main component connection method of the diagonal rotor tilt-type multi-rotor aircraft is described.

[0648] Fig.23 It consists of the upper picture and the lower picture. The upper picture is a schematic diagram of the connection of the large rotor in the middle, and the lower picture is a schematic diagram of the connection of the four power assemblies.

[0649] Fig.23 In the above figure, the middle small tower 25 is connected by angle aluminum 106, small tower front and rear plates 107, and small tower left and right plates 108 with rivets 102 to form four sides of the small tower, front, back, left and right. The bottom of the small tower is connected to the small tower bottom plate 109, and the small tower bottom plate 109 is also the top plate of the fuselage body 8 and the top plate of the tube seat 111 (see the figure below).

[0650] The screw 101 connects the middle large rotor 5 to the rotating shaft of the middle large motor 15. The screw 101 passes through the large motor mounting seat 103 from bottom to top to connect the middle large motor 15 to the large motor mounting seat 103. The large motor mounting seat 103 is provided with a pipeline hole 32 and a mounting hole 104. The rivet 102 connects the large motor mounting seat 103 to the angle aluminum 106 at the top of the middle small tower 25 to form the top plate of the middle small tower 25. Therefore, the top plate of the middle small tower 25 is also the large motor mounting seat 103.

[0651] Figure 2 , Figure 3 , Figure 4 The connection method of the middle small tower 25, the middle large motor 15, and the middle large rotor 5 of the embodiment shown is the same as Fig.23 Same method as shown above.

[0652] Figure 7 , Fig. 9 The connection method of the middle front small tower 26, the middle front large motor 16, and the middle front large rotor 6 in the embodiment shown is the same as Fig.23 Same method as shown above.

[0653] Figure 7 , Fig. 9 The connection method of the middle and rear small tower 27, the middle and rear large motor 17, and the middle and rear large rotor 7 in the embodiment shown is the same as Fig.23 Same method as shown above.

[0654] The middle small tower 25, the middle front small tower 26, and the middle rear small tower 27 are displayed in the form of hexahedrons to facilitate the display of the structure. In order to reduce resistance, streamlined fairings, such as frustum-shaped fairings, wing-shaped fairings, etc., can be installed on these small towers.

[0655] Fig.23 In the figure below, screws 101 connect four tube sockets 111 to the right front, left front, right rear, and left rear under the small tower bottom plate 109 (which is also the tube socket top plate and the top plate of the fuselage body 8) and on the tube socket bottom plate 114.

[0656] The right front machine arm 21 is connected to the tube base connecting pipe end 112 of the right front tube base 111 and is fastened by screws 101 . The rivets 102 are positioned to prevent the right front machine arm 21 from sliding in the tube base connecting pipe end 112 .

[0657] The left rear machine arm 22 is connected to the tube base connecting pipe end 112 of the left rear tube base 111 and is fastened with a screw 101 . The rivet 102 is positioned to prevent the left rear machine arm 22 from sliding in the tube base connecting pipe end 112 .

[0658] The left front machine arm 23 is connected to the tube base connecting pipe end 112 of the left front tube base 111 and is fastened by a screw 101 . The rivet 102 is positioned to prevent the left front machine arm 23 from sliding in the tube base connecting pipe end 112 .

[0659] The right rear machine arm 24 is connected to the tube base connecting pipe end 112 of the right rear tube base 111 and is fastened with a screw 101 . The rivet 102 is positioned to prevent the right rear machine arm 24 from sliding in the tube base connecting pipe end 112 .

[0660] The rivets 102 connect the small tower bottom plate 109 (which is also the tube seat top plate and the top plate of the fuselage body 8), the fuselage body bottom plate 115, the fuselage body front and rear plates 116, and the fuselage body left and right plates 119 into a hexahedral fuselage body 8. The tube seat bottom plate 114 is connected to the fuselage body 8, and the landing gear 9 is connected under the fuselage body bottom plate 115.

[0661] In order to reduce resistance, streamlined fairings can be connected to the front and rear of the hexahedral fuselage body 8.

[0662] When connecting the right front arm 21, the left rear arm 22, the left front arm 23, and the right rear arm 24, the acute angles between the axes of each arm and the longitudinal axis of the fuselage body 8 are made equal, so that the axes of the right front arm 21 and the left rear arm 22 overlap, and the axes of the left front arm 23 and the right rear arm 24 overlap.

[0663] See also Figure 1 As shown in the description, screw 101 fastens the left front power assembly 3 to the front end of the left front arm 23 and is positioned with rivet 102 to prevent the left front power assembly 3 and the left front arm 23 from sliding relative to each other. The small rotor of the left front arm 23 rotates S clockwise. When the left front power assembly 3 is connected, the left front power assembly 3 is tilted toward the left rear around the axis of the left front arm 23, and the rotating surface 193 of the small rotor of the left front power assembly 3 is tilted toward the left rear, and the acute angle with the horizontal plane 120 is ɑ (the small figure in the upper right corner of the figure below). The lift F3 of the small rotor of the left front power assembly 3 is tilted toward the left rear, and the acute angle with the vertical line 121 is ɑ.

[0664] The screw 101 fastens the right rear power assembly 4 to the rear end of the right rear arm 24 and is positioned with a rivet 102 to prevent the right rear power assembly 4 and the right rear arm 24 from sliding relative to each other. The small rotor of the right rear arm 24 rotates S clockwise. When the right rear power assembly 4 is connected, the right rear power assembly 4 tilts toward the right front around the axis of the right rear arm 24, and the rotating surface 194 of the small rotor of the right rear power assembly 4 tilts toward the right front, and the acute angle with the horizontal plane 120 is ɑ (the small figure in the upper right corner of the figure below). The lift F4 of the small rotor of the right rear power assembly 4 tilts toward the right front, and the acute angle with the vertical line 121 is ɑ.

[0665] The screw 101 fastens the right front power assembly 1 to the front end of the right front arm 21 and is positioned with a rivet 102 to prevent the right front power assembly 1 and the right front arm 21 from sliding relative to each other. When the right front power assembly 1 is connected, the rotating surface of the small rotor of the right front power assembly 1 is horizontal, and the lift F1 of the small rotor of the right front power assembly 1 is vertically upward.

[0666] The screw 101 fastens the left rear power assembly 2 to the rear end of the left rear arm 22 and is positioned with a rivet 102 to prevent the left rear power assembly 2 and the left rear arm 22 from sliding relative to each other. When the left rear power assembly 2 is connected, the rotating surface of the small rotor of the left rear power assembly 2 is horizontal, and the lift F2 of the small rotor of the left rear power assembly 2 is vertically upward.

[0667] The line connecting the rotation centers of the small rotors of the four power assemblies is a square or a rectangle, the axes of the right front arm 21, the left rear arm 22, and the right front diagonal 117 of the square or rectangle overlap, and the axes of the left front arm 23, the right rear arm 24, and the left front diagonal 118 of the square or rectangle overlap.

[0668] Fig.23 The connection method of the main components of the first embodiment is described, and the connection methods of the corresponding components of other embodiments refer to Fig.23 illustrate.

[0669] Fig.24 It consists of the upper picture, the middle picture and the lower picture.

[0670] Fig.24 In the above figure, the bell-shaped shock absorber 124 is composed of a bell-shaped shock-absorbing rubber 96, a top connecting seat 97, and a bottom connecting seat 98.

[0671] The top connecting seat 97 of the bell-shaped shock absorber is provided with one mounting hole 104 , and the bottom connecting seat 98 of the bell-shaped shock absorber is provided with two mounting holes 104 .

[0672] Fig.24In the middle figure, the fuel engine air avoidance hole 105 and the mounting hole 104 are provided on the first layer plate 122 of the shock absorbing assembly, the bell-shaped shock absorber 124 is used upside down, and the bottom connecting seats 98 (see the above figure) of the bell-shaped shock absorbers 124 of the four bell-shaped shock absorbers 124 are connected to the bottom of the first layer plate 122 of the shock absorbing assembly in a square array. The screw 101 passes through the mounting hole 104 of the bottom connecting seat 98 of the bell-shaped shock absorber, the mounting hole of the first layer plate 122 of the shock absorbing assembly, and the connecting nut 110 from bottom to top to fasten.

[0673] The second layer plate 123 of the shock absorbing assembly is provided with mounting holes 104 and the like. The screws 101 pass through the mounting holes 104 of the second layer plate 123 of the shock absorbing assembly and the mounting holes 104 of the top connecting seat 97 of the bell-shaped shock absorber from bottom to top to fasten the second layer plate 123 of the shock absorbing assembly to the bottom of the top connecting seat 97 of the bell-shaped shock absorber.

[0674] Fig.24 In the figure below, the first layer plate 122 of the shock absorbing assembly, the second layer plate 123 of the shock absorbing assembly, and four bell-shaped shock absorbers 124 connected together constitute the shock absorbing assembly 223 of the fuel engine.

[0675] Fig.25 It consists of the upper and lower figures.

[0676] Fig.25 In the above figure, the middle large rotor 5 is connected to the rotating shaft of the piston fuel engine 35, the piston fuel engine mounting seat 34 of the piston fuel engine 35 passes through the fuel engine air avoidance hole 105 of the first layer plate 122 of the shock absorber assembly 223 of the fuel engine shock absorber assembly 223 and is connected to the second layer plate 123 of the shock absorber assembly 223 of the fuel engine shock absorber assembly 223, and the screw 101 passes through the mounting hole 104 of the second layer plate 123 of the shock absorber assembly 223 of the fuel engine shock absorber assembly 223 from bottom to top (see Fig.24 The piston fuel engine mounting seat 34 is connected to connect the piston fuel engine 35 to the second layer plate 123 of the shock absorbing assembly.

[0677] Fig.25 In the figure below, the piston fuel engine 35 is connected to the second layer plate 123 of the shock absorbing assembly, and the piston fuel engine 35 is connected to the fuel engine shock absorbing assembly 223. The piston fuel engine 35 connected to the fuel engine shock absorbing assembly 223 can reduce the impact of the vibration generated by the piston fuel engine 35 when working on the flight controller.

[0678] Fig.26 It consists of the upper and lower figures.

[0679] Fig.26In the above figure, the rivet 102 connects the first layer plate 122 of the shock absorbing assembly of the fuel engine shock absorbing assembly 223 connected to the piston fuel engine 35 to the angle aluminum 106 at the top of the middle small tower 25, and the first layer plate 122 of the shock absorbing assembly becomes the top plate of the middle small tower 25.

[0680] Fig.26 In the figure below, the piston fuel engine 35 is connected to the top of the middle small tower 25, replacing Figure 1 , Figure 2 , Figure 3 , Figure 4 The large central motor in the illustrated embodiment drives the large central rotor, and the four power assemblies are still driven by motors, forming a hybrid oil-electric diagonal rotor tilt-type multi-rotor aircraft, which extends the flight time.

[0681] The same method is used to connect the piston fuel engine 35. Figure 7 , Fig. 9 In the illustrated embodiment, the top of the middle-front small tower 26 and the top of the middle-rear small tower 27 replace the middle-front large motor 16 and the middle-rear large motor 17 to drive the middle-front large rotor 6 and the middle-rear large rotor 7. The four power assemblies are still driven by motors to form a hybrid oil-electric diagonal rotor tilt-type multi-rotor aircraft, which extends the flight time.

[0682] Figure 1 , Figure 2 , Figure 3 , Figure 4 , Figure 7 , Fig. 9 The middle large motor and the middle large rotor, the middle front large motor 16 and the middle front large rotor 6, the middle rear large motor 17 and the middle rear large rotor 7 of the illustrated embodiment can be replaced by turbine rotors to extend the flight time.

[0683] Fig. 27 It consists of the upper and lower figures.

[0684] Fig. 27 In the above figure, the fuselage main body bottom plate 115 of the turbojet engine compartment 36 is provided with a jet engine mounting hole 126 and a jet engine mounting seat reinforcement rib 127.

[0685] The middle turbojet engine 66 passes through the jet engine mounting hole 126 and is connected to the jet engine mounting seat reinforcement rib 127. The screw 101 passes through the jet engine T-shaped connecting ear 125, the jet engine mounting seat reinforcement rib 127, and the fuselage main body bottom plate 115 to connect the nut 110, and the middle turbojet engine 66 is fastened to the jet engine mounting seat reinforcement rib 127.

[0686] The air inlet 33 passes through the top plate of the fuselage main body 8 at the rear of the fuselage main body 8 from top to bottom (the small tower bottom plate 109 is also the top plate of the fuselage main body 8 and the top plate of the pipe seat 111. Fig.23 ), the common cabin 37 enters the turbojet engine compartment 36 and is connected to the top plate 367 of the turbojet engine compartment 36, and the air flows from the top of the fuselage body 8 into the bottom turbojet engine compartment 36.

[0687] Fig. 27 In the figure below, the middle turbojet engine 66 is connected to the center of the turbojet engine compartment 36, the nozzle of the middle turbojet engine 66 is downward, the nozzle axis is vertical, and the lift F66 of the middle turbojet engine is vertically upward, which acts like Figure 1 , Figure 2 , Figure 3 , Figure 4 The lift generated by the large central motor and the large central rotor in the illustrated embodiment constitutes an oil-electric hybrid diagonal rotor tilt-type multi-rotor aircraft, which extends the flight time.

[0688] Fig.28 It consists of the upper and lower figures.

[0689] Fig.28 In the above figure, two large bearing assemblies 128 (composed of large bearings and large bearing seats connected together) are connected on both sides of the tubular linkage shaft 134 . The two large bearing assemblies 128 support the linkage shaft 134 , and the linkage shaft 134 can rotate freely in the two large bearing assemblies 128 .

[0690] The linkage shaft 134 is provided with a pipeline hole 32 for passing the pipeline of the turbojet engine. The linkage shaft 134 is connected with a worm gear 133 , which drives the linkage shaft 134 to rotate, and the worm gear 132 is meshed with the worm 132 below the worm gear 133 .

[0691] The front end of the worm 132 is connected to the small bearing assembly 129 (composed of a small bearing and a small bearing seat connected together), and the rear end of the worm 132 is connected to the output shaft of the servo motor 130 , and the servo motor 130 is connected to the servo motor mounting seat 131 .

[0692] A flange type connecting ear 135 is respectively arranged on both sides of the linkage shaft 134 .

[0693] The linkage shaft 134 , the worm gear 133 , the worm 132 , the servo motor 130 , the servo motor mounting seat 131 , the small bearing assembly 129 , and the large bearing assembly 128 connected together constitute a turbojet engine tilting mechanism 765 .

[0694] The flange-type connecting ear 135 at the right end of the linkage shaft 134 of the turbojet engine tilting mechanism 765 is connected to the left connecting ear 135 of the right turbojet engine 65 and is fastened by a screw 101 and a nut 110; the flange-type connecting ear 135 at the left end of the linkage shaft 134 of the turbojet engine tilting mechanism 765 is connected to the right connecting ear 135 of the left turbojet engine 75 and is fastened by a screw 101 and a nut 110.

[0695] Fig.28 In the figure below, the turbojet engine tilting mechanism 765, the right turbojet engine 65, and the left turbojet engine 75 are connected together, and the linkage shaft 134 of the turbojet engine tilting mechanism 765 rotates to drive the right turbojet engine 65 and the left turbojet engine 75 to rotate synchronously.

[0696] Fig.29 It consists of the upper picture, the middle picture and the lower picture.

[0697] Fig.29 In the figure above (see Fig.19 , Fig. 20 ) In front and behind the center of gravity of the fixed-wing fuselage main body 81 are reinforced bulkheads 136, and the reinforced bulkhead cross beams 137 are connected to the reinforced bulkhead 136. The reinforced bulkhead cross beams 137 are provided with mounting holes 104. The turbojet engine tilt mechanism 765 is connected to the front and rear reinforced bulkhead cross beams 137. The right turbojet engine 65 and the left turbojet engine 75 form a horizontal structure on the left and right sides of the center of gravity of the aircraft.

[0698] In the initial state, the flight controller operates the servo motor 130 to make the nozzles of the right turbojet engine 65 and the left turbojet engine 75 connected to the left and right ends of the turbojet engine tilt mechanism 765 point downward, the nozzle axis is vertical, and the lift F65 and F75 of the right turbojet engine 65 and the left turbojet engine 75 are vertically upward.

[0699] Fig.29 In the middle figure, see Fig.28 The flight controller controls the servo motor 130 to rotate forward, driving the worm 132 to rotate forward, the worm 132 engages with the worm gear 133 to rotate forward, the worm gear 133 drives the linkage shaft 134 to rotate forward, the linkage shaft 134 drives the right turbojet engine 65 and the left turbojet engine 75 to tilt forward synchronously, the axis of the nozzle of the right turbojet engine 65 and the left turbojet engine 75 changes from vertical to tilted forward, and the lift F65 and F75 of the right turbojet engine 65 and the left turbojet engine 75 changes from vertical to forward and upward.

[0700] Fig.29 In the figure below, see Fig.28The flight controller controls the servo motor 130 to continue to rotate forward, driving the worm 132 to continue to rotate forward, the worm 132 meshes with the worm wheel 133 to continue to rotate forward, the worm wheel 133 drives the linkage shaft 134 to continue to rotate forward, and the linkage shaft 134 drives the right turbojet engine 65 and the left turbojet engine 75 to continue to tilt forward synchronously, and the axis of the nozzle of the right turbojet engine 65 and the left turbojet engine 75 changes from tilting forward and upward to horizontally forward, and the lift F65 and F75 of the right turbojet engine 65 and the left turbojet engine 75 changes from forward and upward to horizontally forward.

[0701] In this state, the flight controller controls the servo motor 130 to reverse, driving the worm 132 to reverse, the worm 132 engages with the worm wheel 133 to reverse, the worm wheel 133 drives the linkage shaft 134 to reverse, the linkage shaft 134 drives the right turbojet engine 65 and the left turbojet engine 75 to tilt backward synchronously, the axis of the nozzle of the right turbojet engine 65 and the left turbojet engine 75 changes from horizontal forward to tilted forward and upward, the lift F65 and F75 of the right turbojet engine 65 and the left turbojet engine 75 changes from horizontal forward to forward and upward, and returns to the middle state.

[0702] The flight controller controls the servo motor 130 to continue to reverse, driving the worm 132 to continue to reverse, the worm 132 meshes with the worm wheel 133 to continue to reverse, the worm wheel 133 drives the linkage shaft 134 to continue to reverse, the linkage shaft 134 drives the right turbojet engine 65 and the left turbojet engine 75 to continue to tilt backward synchronously, the axis of the nozzle of the right turbojet engine 65 and the left turbojet engine 75 changes from tilting forward and upward to vertically upward, the lift F65 and F75 of the right turbojet engine 65 and the left turbojet engine 75 changes from forward and upward to vertically upward, and returns to the state shown in the upper figure.

[0703] Fig.30 It consists of the upper and lower figures.

[0704] Fig.30 In the above figure, the flat bottom part of the "flat bottom V-shaped" opening to the right machine arm 623 is a straight tube, on which a pipeline hole 32 and three "egg-shaped" connecting ears 138 are provided, and the "egg-shaped" connecting ears 138 are provided with mounting holes 104.

[0705] The front part of the "flat-bottomed V-shaped" opening to the right arm 623 is the right front arm 61 of the "flat-bottomed V-shaped" opening to the right arm, and the front end of the right front arm 61 of the "flat-bottomed V-shaped" opening to the right arm is bent toward the right front, and the axis of a section of straight pipe pointing to the right front overlaps with the right front diagonal 117 of the square or rectangle formed by the line connecting the rotation centers of the small rotors of the four power assemblies, and the acute angle between the axis of the section of straight pipe pointing to the right front and the axis 178 of a section of straight pipe of the flat bottom part of the "flat-bottomed V-shaped" opening to the right arm 623 is θ, and the front end of the section of straight pipe pointing to the right front is connected to the right front power assembly 1.

[0706] The rear part of the "flat-bottomed V-shaped" opening to the right arm 623 is the right rear arm 64 of the "flat-bottomed V-shaped" opening to the right arm, and the rear end of the right rear arm 64 of the "flat-bottomed V-shaped" opening to the right arm is bent toward the right rear, and the axis of a section of straight pipe pointing to the right rear overlaps with the right rear diagonal 118 of the square or rectangle formed by the line connecting the rotation centers of the small rotors of the four power assemblies, and the acute angle between the axis of the section of straight pipe pointing to the right rear and the axis 178 of a section of straight pipe of the flat bottom part of the "flat-bottomed V-shaped" opening to the right arm 623 is θ, and the rear end of the section of straight pipe pointing to the right rear is connected to the right rear power assembly 4.

[0707] The "flat bottom V-shaped" opening to the left arm 624 and the "flat bottom V-shaped" opening to the right arm 623 have the same structure and are mirror images of each other. The "flat bottom V-shaped" opening to the right arm 623 is made of materials such as aluminum alloy or carbon fiber.

[0708] Fig.30 In the figure below, a wing spar "U"-shaped connection port 142 is provided at the right end of the wing spar 139, and a mounting hole 104 is provided next to the wing spar "U"-shaped connection port 142 (see the dotted box diagram on the left). The structure of the right end of the wing front longitudinal wall 140 and the wing rear longitudinal wall 141 is the same as the structure of the right end of the wing spar 139, and the wing spar "U"-shaped connection port 142 and the mounting hole 104 are also provided.

[0709] A section of straight tube of the flat bottom part of the right arm 623 with a "flat bottom V-shaped" opening is inserted into the wing spar "U"-shaped connection port 142 of the wing spar 139, the wing spar "U"-shaped connection port 142 of the wing front longitudinal wall 140, and the wing spar "U"-shaped connection port 142 of the wing rear longitudinal wall 141, and is fastened by screws 101 and nuts 110.

[0710] The connection method of the "flat bottom V-shaped" opening to the left arm 624 and the left end of the wing spar 139 is the same as the connection method of the "flat bottom V-shaped" opening to the right arm 623.

[0711] Fig.31 It consists of the upper and lower figures.

[0712] Fig.31 In the figure above, see Fig.21 The fixed-wing fuselage body 81 has a central reinforcement frame 236 near the center of gravity, and central reinforcement frame connecting ears 237 are provided at the left and right ends of the central reinforcement frame 236.

[0713] A vector jet engine connection ear 238 is provided on the left side of the right vector turbojet engine 68 .

[0714] A vector jet engine connection ear 238 is arranged on the right side of the left vector turbojet engine 78 .

[0715] The screw 101 connects the vector jet engine connection ear 238 on the left side of the right vector turbojet engine 68 with the center reinforcement frame connection ear 237 at the right end of the center reinforcement frame 236, and the nut 110 is tightened.

[0716] The screw 101 connects the vector jet engine connection ear 238 on the right side of the left vector turbojet engine 78 with the center reinforcement frame connection ear 237 at the left end of the center reinforcement frame 236, and the nut 110 is tightened.

[0717] Fig.31 In the figure above, see Fig.21 The right side vector turbojet engine 68 and the left side vector turbojet engine 78 connected to the central reinforcement frame 236 form a horizontal structure on the left and right sides of the fixed-wing fuselage body 81.

[0718] In the initial state, the vector nozzles of the right vector turbojet engine 68 and the left vector turbojet engine 78 are set downward, the axis of the vector nozzles is vertical, and the line connecting the centers of the vector nozzles passes through the center of gravity of the aircraft.

Claims

1. A diagonal rotor tilt multi-rotor aircraft, wherein the bottom of the fuselage body is connected to a landing gear, the middle large rotor and the middle large motor are sequentially connected to the top of the middle small tower, the right front part, the left front part, the left rear part and the right rear part of the fuselage body are correspondingly connected to the right front arm and the right front power assembly, the left front arm and the left front power assembly, the left rear arm and the left rear power assembly, and the right rear arm and the right rear power assembly, the rotation centers of the four small rotors of the four power assemblies are connected in a square or rectangle, the center of gravity of the aircraft overlaps with the center of the square or rectangle, the axis of the right front arm and the axis of the left rear arm overlap with the right diagonal of the square or rectangle, and the axis of the left front arm and the axis of the right rear arm overlap with the left diagonal of the square or rectangle; the flight controller is connected to five electric regulators, the flight controller controls the output voltage of the electric regulator to change, so that the speed of the motor changes, driving the lift of the rotor to change, thereby changing the flight attitude of the aircraft, and its characteristics are: The small rotor of the right front power assembly rotates counterclockwise, the small rotor of the left front power assembly rotates clockwise, the small rotor of the right rear power assembly rotates clockwise, and the small rotor of the left rear power assembly rotates counterclockwise; in the process of the four small rotors of the four power assemblies controlling the pitch, roll and heading of the aircraft, the lift of the middle large rotor remains constant, the rotation direction of the middle large rotor is counterclockwise, and the lift of the middle large rotor is vertically upward. When connected to the right front power assembly, the rotation surface of the small rotor of the right front power assembly is horizontal; when connected to the left rear power assembly, the rotation surface of the small rotor of the left rear power assembly is horizontal; when connected to the left front When the power assembly is connected, the left front power assembly tilts toward the left rear around the axis of the left front arm, so that the rotating surface of the small rotor of the left front power assembly tilts toward the left rear, and the acute angle with the horizontal plane is ɑ. The lift of the small rotor of the left front power assembly tilts toward the left rear, and the acute angle with the vertical line is ɑ. The lift of the small rotor of the left front power assembly generates a horizontal component force perpendicular to the axis of the left front arm in the horizontal plane. The horizontal component force is toward the left rear, and the horizontal component torque of the distance from the horizontal component force to the center of gravity of the aircraft makes the aircraft rotate counterclockwise; when the right rear power assembly is connected, the right rear power assembly tilts toward the right front around the axis of the right rear arm. The lift of the small rotor of the right rear power assembly is inclined to the right front, and the acute angle with the horizontal plane is ɑ. The lift of the small rotor of the right rear power assembly is inclined to the right front, and the acute angle with the vertical line is ɑ. The lift of the small rotor of the right rear power assembly generates a horizontal component of force perpendicular to the axis of the right rear arm in the horizontal plane. This horizontal component of force is directed to the right front, and the horizontal component of force from the distance from the horizontal component of force to the center of gravity of the aircraft causes the aircraft to rotate counterclockwise. The horizontal component of torque of the left front power assembly and the right rear power assembly together causes the aircraft to rotate counterclockwise. The horizontal component of torque of the left front power assembly and the right rear power assembly together causes the aircraft to rotate counterclockwise. The anti-torque of the middle large rotor is balanced; the parameters of the right front power assembly, the left front power assembly, the right rear power assembly and the left rear power assembly are the same; under the same throttle, the lift of the middle large rotor is greater than the sum of the lift of the right front power assembly, the left front power assembly, the right rear power assembly and the left rear power assembly. The middle large rotor provides most of the lift of the aircraft. The lift of the right front power assembly, the left front power assembly, the right rear power assembly and the left rear power assembly are the same, and the anti-torque is the same, and the anti-torques cancel each other out. Select an appropriate ɑ value to make the sum of the horizontal component moments of the left front power assembly and the right rear power assembly equal to the anti-torque of the middle large rotor. ɑ is selected between 4° and 45°. The principle for determining the tilt direction of the small rotor is: the direction in which the anti-torque of the small rotor rotation makes the aircraft rotate is the same as the direction in which the component moment in the horizontal plane makes the aircraft rotate when the small rotor is tilted. The rotation direction of the small rotor is opposite to that of the middle large rotor.

2. The twisted arm multi-rotor aircraft according to claim 1, characterized in that: The small rotor of the right front power assembly rotates clockwise, the small rotor of the left front power assembly rotates counterclockwise, the small rotor of the right rear power assembly rotates counterclockwise, and the small rotor of the left rear power assembly rotates clockwise; the rotation direction of the large middle rotor is counterclockwise. When connected to the left front power assembly, the rotation surface of the small rotor of the left front power assembly is horizontal; when connected to the right rear power assembly, the rotation surface of the small rotor of the right rear power assembly is horizontal; when connected to the right front power assembly, the right front power assembly tilts toward the left front around the axis of the right front arm, so that the rotation surface of the small rotor of the right front power assembly tilts toward the left front, and the acute angle with the horizontal plane is ɑ. The lift of the small rotor of the right front power assembly tilts toward the left front, and the acute angle with the vertical line is ɑ. The lift of the small rotor of the right front power assembly generates a horizontal component of force perpendicular to the axis of the right front arm in the horizontal plane. The force is directed to the left front, and the horizontal component torque of the distance from the horizontal component to the center of gravity of the aircraft causes the aircraft to rotate counterclockwise; when the left rear power assembly is connected, the left rear power assembly tilts toward the right rear around the axis of the left rear arm, so that the rotating surface of the small rotor of the left rear power assembly tilts toward the right rear, and the acute angle with the horizontal plane is ɑ. The lift of the small rotor of the left rear power assembly tilts toward the right rear, and the acute angle with the vertical line is ɑ. The lift of the small rotor of the left rear power assembly generates a horizontal component force perpendicular to the axis of the left rear arm in the horizontal plane. This horizontal component force is directed to the right rear, and the horizontal component torque of the distance from the horizontal component force to the center of gravity of the aircraft causes the aircraft to rotate counterclockwise; the horizontal component torques of the right front power assembly and the left rear power assembly jointly cause the aircraft to rotate counterclockwise, and the horizontal component torques of the right front power assembly and the left rear power assembly jointly balance the anti-torque of the large rotor in the middle.

3. The twisted arm multi-rotor aircraft according to claim 1, characterized in that: The rotation direction of the large middle rotor is clockwise, the small rotor of the right front power assembly rotates counterclockwise, the small rotor of the left front power assembly rotates clockwise, the small rotor of the right rear power assembly rotates clockwise, and the small rotor of the left rear power assembly rotates counterclockwise; when connected to the left front power assembly, the rotation surface of the small rotor of the left front power assembly is horizontal, and when connected to the right rear power assembly, the rotation surface of the small rotor of the right rear power assembly is horizontal; when connected to the right front power assembly, the right front power assembly tilts toward the right rear around the axis of the right front arm, so that the rotation surface of the small rotor of the right front power assembly tilts toward the right rear, and the acute angle with the horizontal plane is ɑ, the lift of the small rotor of the right front power assembly tilts toward the right rear, and the acute angle with the vertical line is ɑ, the small rotor of the right front power assembly The lift of the rotor generates a horizontal component in the horizontal plane that is perpendicular to the axis of the right front arm. This horizontal component is directed to the right rear, and the horizontal component torque of the distance from the horizontal component to the center of gravity of the aircraft causes the aircraft to rotate clockwise. When the left rear power assembly is connected, the left rear power assembly tilts toward the left front around the axis of the left rear arm, causing the rotating surface of the small rotor of the left rear power assembly to tilt toward the left front, and the acute angle with the horizontal plane is ɑ. The lift of the small rotor of the left rear power assembly tilts toward the left front, and the acute angle with the vertical line is ɑ. The lift of the small rotor of the left rear power assembly generates a horizontal component in the horizontal plane that is perpendicular to the axis of the left rear arm. This horizontal component is directed to the left front, and the horizontal component torque of the distance from the horizontal component to the center of gravity of the aircraft causes the aircraft to rotate clockwise. The horizontal components of torque of the right front power assembly and the left rear power assembly together make the aircraft rotate clockwise, and the horizontal components of torque of the right front power assembly and the left rear power assembly together balance the anti-torque of the middle large rotor.

4. The twisted arm multi-rotor aircraft according to claim 1, characterized in that: The direction of rotation of the large rotor in the middle is clockwise, the small rotor of the right front power assembly rotates clockwise, the small rotor of the left front power assembly rotates counterclockwise, the small rotor of the right rear power assembly rotates counterclockwise, and the small rotor of the left rear power assembly rotates clockwise; when connected to the right front power assembly, the rotation surface of the small rotor of the right front power assembly is horizontal, and when connected to the left rear power assembly, the rotation surface of the small rotor of the left rear power assembly is horizontal; when connected to the left front power assembly, the left front power assembly tilts toward the right front around the axis of the left front arm, so that the rotation surface of the small rotor of the left front power assembly tilts toward the right front, and the acute angle with the horizontal plane is ɑ, the lift of the small rotor of the left front power assembly tilts toward the right front, and the acute angle with the vertical line is ɑ, the small rotor of the left front power assembly The lift of the rotor generates a horizontal component in the horizontal plane that is perpendicular to the axis of the left front arm. This horizontal component is directed to the right front, and the horizontal component torque of the distance from the horizontal component to the center of gravity of the aircraft causes the aircraft to rotate clockwise. When the right rear power assembly is connected, the right rear power assembly tilts toward the left rear around the axis of the right rear arm, causing the rotating surface of the small rotor of the right rear power assembly to tilt toward the left rear, and the acute angle with the horizontal plane is ɑ. The lift of the small rotor of the right rear power assembly tilts toward the left rear, and the acute angle with the vertical line is ɑ. The lift of the small rotor of the right rear power assembly generates a horizontal component in the horizontal plane that is perpendicular to the axis of the right rear arm. This horizontal component is directed to the left rear, and the horizontal component torque of the distance from the horizontal component to the center of gravity of the aircraft causes the aircraft to rotate clockwise. The horizontal components of torque of the left front power assembly and the right rear power assembly together make the aircraft rotate clockwise, and the horizontal components of torque of the left front power assembly and the right rear power assembly together balance the anti-torque of the middle large rotor.

5. The twisted arm multi-rotor aircraft according to claim 1, characterized in that: A piston fuel engine is used to replace the large central motor to drive the large central rotor, or a turbine rotor is used to replace the large central motor and the large central rotor to form a large central power assembly to provide most of the lift of the aircraft, or a turbojet engine is used to replace the large central motor and the large central rotor to form a large central power assembly to provide most of the lift of the aircraft. When a piston fuel engine is used, the piston fuel engine is connected to a fuel engine shock absorber assembly composed of a bell-shaped shock absorber. When a turbojet engine is used to replace the large power assembly composed of the large central motor and the large central rotor, the turbojet engine is connected to the bottom of the turbojet engine compartment (36) of the fuselage body and the center of the fuselage body bottom plate (115), and a small central tower is not required.

6. The twisted arm multi-rotor aircraft according to claim 1, characterized in that: The middle front large rotor and the middle front large motor are sequentially connected to the middle front small tower at the front end of the top of the fuselage main body, and the middle rear large rotor and the middle rear large motor are sequentially connected to the middle rear small tower at the rear end of the top of the fuselage main body. The middle rear small tower is higher than the middle front small tower, and the rotating surface of the middle rear large rotor is higher than the rotating surface of the middle front large rotor. The rotating surface of the middle rear large rotor partially overlaps with the rotating surface of the middle front large rotor, and the rotating surface of the middle front large rotor is higher than the rotating surface of the small rotor of the right front power assembly and the left front power assembly. The middle rear large rotor rotates in opposite directions to the middle front large rotor, and the lift of the middle rear large rotor and the middle front large rotor is vertically upward; the small rotor of the right front power assembly rotates counterclockwise, the small rotor of the left front power assembly rotates clockwise, the small rotor of the right rear power assembly rotates clockwise, and the small rotor of the left rear power assembly rotates counterclockwise; When connecting the right front power assembly, the right front power assembly tilts toward the right rear around the axis of the right front arm, so that the rotating surface of the small rotor of the right front power assembly tilts toward the right rear, and the acute angle with the horizontal plane is ɑ. The lift of the small rotor of the right front power assembly tilts toward the right rear, and the acute angle with the vertical line is ɑ. The lift of the small rotor of the right front power assembly generates a horizontal component of force perpendicular to the axis of the right front arm in the horizontal plane. This horizontal component of force is toward the right rear, and the horizontal component torque of the distance from the horizontal component of force to the center of gravity of the aircraft makes the aircraft rotate clockwise. When connecting the left rear power assembly, the left rear power assembly tilts toward the left front around the axis of the left rear arm, so that the rotating surface of the small rotor of the left rear power assembly tilts toward the left front, and the acute angle with the horizontal plane is ɑ. The lift of the small rotor of the left rear power assembly The force is inclined toward the left front, and the acute angle with the vertical line is ɑ. The lift of the small rotor of the left rear power assembly generates a horizontal component force perpendicular to the axis of the left rear arm in the horizontal plane. This horizontal component force is directed to the left front, and the horizontal component torque of the distance from the horizontal component force to the center of gravity of the aircraft makes the aircraft rotate clockwise. The horizontal component torques of the right front power assembly and the left rear power assembly jointly make the aircraft rotate clockwise; when the left front power assembly is connected, the left front power assembly tilts toward the left rear around the axis of the left front arm, so that the rotating surface of the small rotor of the left front power assembly tilts toward the left rear, and the acute angle with the horizontal plane is ɑ. The lift of the small rotor of the left front power assembly tilts toward the left rear, and the acute angle with the vertical line is ɑ. The lift of the small rotor of the left front power assembly generates a horizontal component force perpendicular to the left front arm in the horizontal plane. The horizontal component of the axis of the right rear arm is directed to the left rear, and the horizontal component torque of the distance from the horizontal component to the center of gravity of the aircraft causes the aircraft to rotate counterclockwise. When the right rear power assembly is connected, the right rear power assembly tilts toward the right front around the axis of the right rear arm, causing the rotating surface of the small rotor of the right rear power assembly to tilt toward the right front, and the acute angle with the horizontal plane is ɑ. The lift of the small rotor of the right rear power assembly tilts toward the right front, and the acute angle with the vertical line is ɑ. The lift of the small rotor of the right rear power assembly generates a horizontal component perpendicular to the axis of the right rear arm in the horizontal plane. The horizontal component is directed to the right front, and the horizontal component torque of the distance from the horizontal component to the center of gravity of the aircraft causes the aircraft to rotate counterclockwise. The horizontal component torques of the left front power assembly and the right rear power assembly together cause the aircraft to rotate counterclockwise.At the same throttle, the anti-torques of the middle rear large rotor and the middle front large rotor cancel each other out, the forward pitch moment and the backward pitch moment are balanced, the sum of the horizontal component moments of the right front power assembly and the left rear power assembly is equal to the sum of the horizontal component moments of the left front power assembly and the right rear power assembly, and the lift of the middle rear large rotor and the middle front large rotor remains constant during the process of the four small rotors of the four power assemblies controlling the pitch, roll and heading of the aircraft. At the same throttle, the sum of the lift of the middle rear large rotor and the middle front large rotor is greater than the sum of the lift of the right front power assembly, the left front power assembly, the right rear power assembly and the left rear power assembly. ; 7. The twisted arm multi-rotor aircraft according to claim 6, characterized in that: The small rotor of the right front power assembly rotates clockwise, the small rotor of the left front power assembly rotates counterclockwise, the small rotor of the right rear power assembly rotates counterclockwise, and the small rotor of the left rear power assembly rotates clockwise; when the right front power assembly is connected, the right front power assembly tilts toward the left front around the axis of the right front arm, so that the rotating plane of the small rotor of the right front power assembly tilts toward the left front, and the acute angle with the horizontal plane is ɑ. The lift of the small rotor of the right front power assembly tilts toward the left front, and the acute angle with the vertical line is ɑ. The lift of the small rotor of the right front power assembly generates a horizontal component in the horizontal plane that is perpendicular to the axis of the right front arm, and this horizontal component is directed toward the left front. The horizontal component moment of the distance from the horizontal component to the center of gravity of the aircraft makes the aircraft rotate counterclockwise. When the left rear power assembly is connected, the left rear power assembly tilts toward the right rear around the axis of the left rear arm, so that the rotating surface of the small rotor of the left rear power assembly tilts toward the right rear, and the acute angle with the horizontal plane is ɑ. The lift of the small rotor of the left rear power assembly tilts toward the right rear, and the acute angle with the vertical line is ɑ. The lift of the small rotor of the left rear power assembly generates a horizontal component perpendicular to the axis of the left rear arm in the horizontal plane. This horizontal component is toward the right rear, and the horizontal component moment of the distance from the horizontal component to the center of gravity of the aircraft makes the aircraft rotate counterclockwise. The horizontal component torques of the right front power assembly and the left rear power assembly together make the aircraft rotate counterclockwise; when the left front power assembly is connected, the left front power assembly tilts toward the right front around the axis of the left front arm, causing the rotating surface of the small rotor of the left front power assembly to tilt toward the right front, and the acute angle with the horizontal plane is ɑ. The lift of the small rotor of the left front power assembly tilts toward the right front, and the acute angle with the vertical line is ɑ. The lift of the small rotor of the left front power assembly generates a horizontal component force perpendicular to the axis of the left front arm in the horizontal plane. This horizontal component force is directed to the right front, and the horizontal component torque of the distance from the horizontal component force to the center of gravity of the aircraft causes the aircraft to rotate clockwise. When the right rear power assembly is connected, the right rear power assembly tilts toward the left rear around the axis of the right rear arm, so that the rotating surface of the small rotor of the right rear power assembly tilts toward the left rear, and the acute angle with the horizontal plane is ɑ. The lift of the small rotor of the right rear power assembly tilts toward the left rear, and the acute angle with the vertical line is ɑ. The lift of the small rotor of the right rear power assembly generates a horizontal component force perpendicular to the axis of the right rear arm in the horizontal plane. The horizontal component force is toward the left rear, and the horizontal component moment of the distance from the horizontal component force to the center of gravity of the aircraft makes the aircraft rotate clockwise. The horizontal component moments of the left front power assembly and the right rear power assembly together make the aircraft rotate clockwise. Under the same throttle, the sum of the horizontal component moments of the right front power assembly and the left rear power assembly is equal to the sum of the horizontal component moments of the left front power assembly and the right rear power assembly.

8. The twisted arm multi-rotor aircraft according to claim 6, characterized in that: A mid-front turbojet engine is used to replace a mid-front large motor and a mid-front large rotor to provide lift, and a mid-rear turbojet engine is used to replace a mid-rear large motor and a mid-rear large rotor to provide lift. The mid-front small tower and the mid-rear small tower are eliminated. The mid-front turbojet engine is connected to the bottom of a turbojet engine compartment (36) of a fuselage body and in front of the center of gravity of the aircraft. The mid-rear turbojet engine is connected to the bottom of a turbojet engine compartment (36) of a fuselage body and behind the center of gravity of the aircraft. The turbines of the mid-front turbojet engine and the mid-rear turbojet engine rotate in opposite directions. Under the same throttle, the lift of the mid-front turbojet engine and the mid-rear turbojet engine is equal, the counter-torques cancel each other out, and the forward pitch moment and the backward pitch moment are balanced. In the process of the lift of the four small rotors of the four power assemblies to manipulate the pitch, roll and heading of the aircraft, the lift of the mid-front turbojet engine and the mid-rear turbojet engine remains constant.

9. The twisted arm multi-rotor aircraft according to claim 7, characterized in that: A mid-front turbojet engine is used to replace a mid-front large motor and a mid-front large rotor to provide lift, and a mid-rear turbojet engine is used to replace a mid-rear large motor and a mid-rear large rotor to provide lift. The mid-front small tower and the mid-rear small tower are eliminated. The mid-front turbojet engine is connected to the bottom of a turbojet engine compartment (36) of a fuselage body and in front of the center of gravity of the aircraft. The mid-rear turbojet engine is connected to the bottom of a turbojet engine compartment (36) of a fuselage body and behind the center of gravity of the aircraft. The turbines of the mid-front turbojet engine and the mid-rear turbojet engine rotate in opposite directions. Under the same throttle, the lift of the mid-front turbojet engine and the mid-rear turbojet engine is equal, the counter-torques cancel each other out, and the forward pitch moment and the backward pitch moment are balanced. In the process of the lift of the four small rotors of the four power assemblies to manipulate the pitch, roll and heading of the aircraft, the lift of the mid-front turbojet engine and the mid-rear turbojet engine remains constant.

10. The twisted arm multi-rotor aircraft according to claim 8, characterized in that: The right turbojet engine is used to replace the middle front turbojet engine, and the left turbojet engine is used to replace the middle rear turbojet engine. The right turbojet engine is connected to the bottom of the turbojet engine compartment (36) of the fuselage body and to the right of the center of gravity of the aircraft. The left turbojet engine is connected to the bottom of the turbojet engine compartment (36) of the fuselage body and to the left of the center of gravity of the aircraft. The turbine rotation directions of the right turbojet engine and the left turbojet engine are opposite. Under the same throttle, the lift of the right turbojet engine and the left turbojet engine are equal, the counter torques cancel each other out, and the left rolling moment and the right rolling moment are balanced. In the process of the pitch, roll and heading of the aircraft being manipulated by the lift of the four small rotors of the four power assemblies, the lift of the right turbojet engine and the left turbojet engine remains constant.

11. The twisted arm multi-rotor aircraft according to claim 9, characterized in that: The right turbojet engine is used to replace the middle front turbojet engine, and the left turbojet engine is used to replace the middle rear turbojet engine. The right turbojet engine is connected to the bottom of the turbojet engine compartment (36) of the fuselage body and to the right of the center of gravity of the aircraft. The left turbojet engine is connected to the bottom of the turbojet engine compartment (36) of the fuselage body and to the left of the center of gravity of the aircraft. The turbine rotation directions of the right turbojet engine and the left turbojet engine are opposite. Under the same throttle, the lift of the right turbojet engine and the left turbojet engine are equal, the counter torques cancel each other out, and the left rolling moment and the right rolling moment are balanced. In the process of the pitch, roll and heading of the aircraft being manipulated by the lift of the four small rotors of the four power assemblies, the lift of the right turbojet engine and the left turbojet engine remains constant.

12. The twisted arm multi-rotor aircraft according to claim 10, characterized in that: Based on the above single-wing fixed wing, the turbojet engine tilting mechanism is connected to the reinforcement frame before and after the center of gravity of the aircraft; the right side of the turbojet engine tilting mechanism is connected to the right turbojet engine, and the left side of the turbojet engine tilting mechanism is connected to the left turbojet engine, so that the two turbojet engines can be tilted synchronously on both sides of the fuselage body; the rotation directions of the turbines of the right turbojet engine and the left turbojet engine are opposite, and the right end of the wing is connected to a "flat-bottomed V-shaped" opening to the right arm, The front end of the right front arm with a "flat-bottomed V-shaped" opening facing the right arm is connected to the right front power assembly, and the small rotor of the right front power assembly rotates counterclockwise; the rear end of the right rear arm is connected to the right rear power assembly, and the small rotor of the right rear power assembly rotates clockwise; the left end of the wing is connected to the left arm with a "flat-bottomed V-shaped" opening facing the left arm, the front end of the left front arm with a "flat-bottomed V-shaped" opening facing the left arm is connected to the left front power assembly, and the small rotor of the left front power assembly rotates clockwise; the rear end of the left rear arm is connected to the left rear power assembly, and the small rotor of the left rear power assembly rotates counterclockwise; the line connecting the rotation centers of the four small rotors of the four power assemblies is a rectangle, and the aircraft The center of gravity overlaps with the center of the rectangle; the rotating surface of the small rotor of the right front power assembly is inclined to the right rear, and the acute angle with the horizontal plane is ɑ. The lift of the small rotor of the right front power assembly is inclined to the right rear, and the acute angle with the vertical line is ɑ. The component torque of the lift of the small rotor of the right front power assembly in the horizontal plane makes the aircraft rotate clockwise. The rotating surface of the small rotor of the left rear power assembly is inclined to the left front, and the acute angle with the horizontal plane is ɑ. The lift of the small rotor of the left rear power assembly is inclined to the left front, and the acute angle with the vertical line is ɑ. The component torque of the lift of the small rotor of the left rear power assembly in the horizontal plane makes the aircraft rotate clockwise. The aircraft rotates clockwise; the rotating surface of the small rotor of the left front power assembly is inclined toward the left rear, and the acute angle with the horizontal plane is ɑ. The lift of the small rotor of the left front power assembly is inclined toward the left rear, and the acute angle with the vertical line is ɑ. The component torque of the lift of the small rotor of the left front power assembly in the horizontal plane causes the aircraft to rotate counterclockwise. The rotating surface of the small rotor of the right rear power assembly is inclined toward the right front, and the acute angle with the horizontal plane is ɑ. The lift of the small rotor of the right rear power assembly is inclined toward the right front, and the acute angle with the vertical line is ɑ. The component torque of the lift of the small rotor of the right rear power assembly in the horizontal plane causes the aircraft to rotate counterclockwise. Turn; in the initial state, the lift of the right turbojet engine and the left turbojet engine is vertically upward. When the throttle is the same, the lift of the right turbojet engine and the left turbojet engine is the same, and the anti-torque cancels each other. The sum of the component moments of the lift of the small rotors of the right front power assembly and the left rear power assembly in the horizontal plane is equal to the sum of the component moments of the lift of the small rotors of the left front power assembly and the right rear power assembly in the horizontal plane; in the process of the pitch, roll and heading of the aircraft being manipulated by the lift of the four small rotors of the four power assemblies, the lift of the right turbojet engine and the left turbojet engine remains constant;When the aircraft is in multi-rotor flight mode, the turbojet engine tilt mechanism enables the two turbojet engines to tilt forward synchronously on both sides of the fuselage body to the level of lift. When the aircraft is in fixed-wing flight mode, the turbojet engine tilt mechanism enables the two flight modes to be switched freely. ; 13. The twisted arm multi-rotor aircraft according to claim 12, characterized in that: The above single-wing fixed wing is based on the right side of the reinforcement frame close to the center of gravity of the aircraft, and the left side is connected to the right vector turbojet engine, the rotation directions of the turbines of the right vector turbojet engine and the left vector turbojet engine are opposite, the right end of the wing is connected to the "flat-bottomed V-shaped" opening to the right arm, the front end of the right front arm with the "flat-bottomed V-shaped" opening to the right arm is connected to the right front power assembly, the small rotor of the right front power assembly rotates counterclockwise, the rear end of the right rear arm is connected to the right rear power assembly, and the small rotor of the right rear power assembly rotates clockwise; the left end of the wing is connected to the "flat-bottomed V-shaped" opening to the left arm, the front end of the left front arm with the "flat-bottomed V-shaped" opening to the left arm is connected to the left front power assembly, the small rotor of the left front power assembly rotates clockwise, and the rear end of the left rear arm is connected to the left The small rotor of the rear power assembly rotates counterclockwise; the line connecting the rotation centers of the four small rotors of the four power assemblies is a rectangle, and the center of gravity of the aircraft overlaps with the center of the rectangle; the rotation plane of the small rotor of the right front power assembly is tilted to the right rear, and the acute angle with the horizontal plane is ɑ. The lift of the small rotor of the right front power assembly is tilted to the right rear, and the acute angle with the vertical line is ɑ. The component moment of the lift of the small rotor of the right front power assembly in the horizontal plane is Make the aircraft rotate clockwise, the rotating surface of the small rotor of the left rear power assembly is inclined to the left front, and the acute angle with the horizontal plane is ɑ. The lift of the small rotor of the left rear power assembly is inclined to the left front, and the acute angle with the vertical line is ɑ. The component torque of the lift of the small rotor of the left rear power assembly in the horizontal plane makes the aircraft rotate clockwise; the rotating surface of the small rotor of the left front power assembly is inclined to the left rear, and the acute angle with the horizontal plane is ɑ. The small rotor of the left front power assembly The lift of the small rotor of the left front power assembly is inclined to the left rear, and the acute angle with the vertical line is ɑ. The component torque of the lift of the small rotor of the left front power assembly in the horizontal plane makes the aircraft rotate counterclockwise. The rotating plane of the small rotor of the right rear power assembly is inclined to the right front, and the acute angle with the horizontal plane is ɑ. The lift of the small rotor of the right rear power assembly is inclined to the right front, and the acute angle with the vertical line is ɑ. The component torque of the lift of the small rotor of the right rear power assembly in the horizontal plane makes the aircraft rotate counterclockwise.In the initial state, the lift of the right vector turbojet engine and the left vector turbojet engine is vertically upward. When the throttle is the same, the lift of the right vector turbojet engine and the left vector turbojet engine is the same, and the anti-torque cancels each other. The sum of the component moments of the lift of the small rotors of the right front power assembly and the left rear power assembly in the horizontal plane is equal to the sum of the component moments of the lift of the small rotors of the left front power assembly and the right rear power assembly in the horizontal plane. In the process of the lift of the four small rotors of the four power assemblies manipulating the pitch, roll and heading of the aircraft, the lift of the right vector turbojet engine and the left vector turbojet engine remains constant. The aircraft is in multi-rotor flight mode. The vector nozzle servo makes the two vector turbojet engines on both sides of the fuselage body tilt forward synchronously until the lift is horizontal and forward, and the aircraft enters fixed-wing flight mode. The vector nozzle servo allows the two flight modes to be switched freely. ; 14. The twisted arm multi-rotor aircraft according to claim 5, characterized in that: The bell-shaped shock absorber of the shock absorbing assembly of the fuel engine is used in an inverted manner, and four inverted bell-shaped shock absorbers are connected in a square array below the first layer plate of the shock absorbing assembly and above the second layer plate of the shock absorbing assembly.

15. The twisted arm multi-rotor aircraft according to claim 12, characterized in that: The flat bottom part of the "flat-bottom V-shaped" opening to the right arm is a straight tube, on which pipeline holes and "egg-shaped" connecting ears are arranged. The front end of the front part of the "flat-bottom V-shaped" opening to the right arm is bent to the right front, and the acute angle between the axis of the straight tube pointing to the right front and the axis of the straight tube of the flat bottom part of the "flat-bottom V-shaped" opening to the right arm is θ. The rear end of the rear part of the "flat-bottom V-shaped" opening to the right arm is bent to the right rear, and the acute angle between the axis of the straight tube pointing to the right rear and the axis of the straight tube of the flat bottom part of the "flat-bottom V-shaped" opening to the right arm is θ; the "flat-bottom V-shaped" opening to the left arm and the "flat-bottom V-shaped" opening to the right arm are mirror images of each other.

16. The twisted arm multi-rotor aircraft according to claim 1, characterized in that: The large rotor in the middle is slightly tilted forward, and the acute angle between the lift and the vertical line is less than 10°, which reduces the resistance of the fuselage during forward flight.

17. The twisted arm multi-rotor aircraft according to claim 6, characterized in that: The large mid-front rotor and the large mid-rear rotor are slightly tilted forward, and the lift is slightly tilted forward, and the acute angle with the vertical line is less than 10°, which reduces the resistance of the fuselage during forward flight.

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