Multi-propeller aircraft with double offset vertical tail propellers

Abstract

A right front propeller and a left front propeller are respectively mounted at the front end of a right front arm and the front end of a left front arm of a fuselage main body, and a right rear propeller and a left rear propeller are respectively mounted at the middle sections of a right rear arm and a left rear arm of the fuselage main body; a right rear offset propeller and a left rear offset propeller are respectively mounted at the rear ends of a right rear arm and a left rear arm of the fuselage main body; the course of the aircraft is differentially controlled by the lift force of the right rear offset propeller and the left rear offset propeller, and the pitching and rolling of the aircraft are differentially controlled by the lift force of the right front propeller, the left front propeller, the right rear propeller and the left rear propeller, so that the available accelerator stroke for controlling the pitching, the rolling and the course is increased, and the crosswind resistance is improved; or a middle large rotor wing is additionally arranged on the middle small tower, or large rotor wings are additionally arranged on the middle front small tower and the middle rear small tower, or large rotor wings are additionally arranged on the left flat knitting arm and the right flat knitting arm to improve the loading capacity of the aircraft, or fixed wings are additionally arranged to improve the horizontal flight efficiency, and a universal flight platform is formed.

Description

Technical Field

[0001] The invention relates to a multi-propeller aircraft, in particular to a multi-propeller aircraft with double offset vertical tail propellers which controls the heading of the aircraft by using a pair of offset vertical tail propellers. Background Art

[0002] The currently known multi-propeller aircraft requires all propellers to participate in the control of the pitch, roll and heading of the aircraft at the same time. For example, for a four-propeller aircraft, the pitch is controlled by the lift differential between the two front propellers and the two rear propellers, the roll is controlled by the lift differential between the two right propellers and the two left propellers, and the heading is controlled by the lift differential between the two propellers on the right front diagonal and the two propellers on the left front diagonal. Suppose the right front propeller of the four-propeller aircraft rotates counterclockwise, the left rear propeller rotates counterclockwise, the left front propeller rotates clockwise, and the right rear propeller rotates clockwise. When the four-propeller aircraft is hovering in the air and encounters a crosswind from the right front direction, the four propellers The aircraft will drift backward, drift to the left, and turn left. In order to maintain the stability of the four-propeller aircraft, the flight controller controls the four-propeller aircraft to pitch forward, roll to the right, and turn right to overcome the influence of the crosswind from the right front direction; when the flight controller controls the four-propeller aircraft to pitch forward, the right rear propeller increases a motor throttle variable (the throttle variable of the motor that drives the propeller, simply referred to as "motor throttle variable", the lift of the right rear propeller increases), the left rear propeller increases a motor throttle variable (the lift of the left rear propeller increases), the right front propeller decreases a motor throttle variable (the lift of the right front propeller decreases), and the left front propeller decreases a motor throttle variable (the lift of the left front propeller decreases). The lift of the propeller is reduced); when the flight controller controls the four-propeller aircraft to roll to the right, the left front propeller increases a motor throttle variable (the lift of the left front propeller increases), the left rear propeller increases a motor throttle variable (the lift of the left rear propeller increases), the right front propeller decreases a motor throttle variable (the lift of the right front propeller decreases), and the right rear propeller decreases a motor throttle variable (the lift of the right rear propeller decreases); when the flight controller controls the four-propeller aircraft to turn right, the right front propeller increases a motor throttle variable (the lift of the right front propeller rotating counterclockwise increases, which increases the anti-torque of the aircraft turning to the right), the left rear propeller increases a motor throttle variable Throttle variable (the lift of the left rear propeller rotating counterclockwise increases, which increases the anti-torque for turning the aircraft to the right), the left front propeller reduces one motor throttle variable (the lift of the left front propeller rotating clockwise decreases, which reduces the anti-torque for turning the aircraft to the left), and the right rear propeller reduces one motor throttle variable (the lift of the right rear propeller rotating clockwise decreases, which reduces the anti-torque for turning the aircraft to the left). In the process of manipulating this four-propeller aircraft to maintain stability, the right front propeller always reduces one motor throttle variable, the left front propeller always reduces one motor throttle variable, the right rear propeller always reduces one motor throttle variable, and the left rear propeller always increases three motor throttle variables;Taking the throttle range from 0 to 100 as an example, a four-propeller aircraft usually occupies a throttle range of 50 to 60 for hovering. Taking the four-propeller aircraft occupies a throttle range of 50 for hovering as an example, when the motor throttle of the propeller increases from 50 to 100, the propeller's lift reaches the maximum. The propeller has 50 motor throttle variables. In the process of maintaining stability, the four-propeller aircraft needs to pitch forward, roll right, and turn right. Each of these three operations has only about 16.7 motor throttle variables (50 motor throttle variables divided by 3). Pitch forward, roll right, and turn right. When these three operations are performed simultaneously, each operation reaches 16.7 motor throttle variables. The left rear propeller increases to 100 motor throttle variables. The lift of the left rear propeller cannot increase any more. When the crosswind from the right front direction increases again, the four-propeller aircraft will lose stability. Therefore, the existing four-propeller aircraft has poor crosswind resistance. ; Summary of the invention

[0003] In order to solve the problem of poor crosswind resistance of existing multi-propeller aircraft, the present invention provides a multi-propeller aircraft with dual offset vertical tail propellers, which can increase the available throttle stroke for the propellers to control the aircraft's attitude, thereby improving the aircraft's crosswind resistance.

[0004] The technical solution adopted by the present invention to solve the technical problem is as follows: the fuselage and the landing gear constitute the fuselage body, the right front part of the fuselage body is connected to the right front arm, and the right front motor mounting seat, the right front motor, and the right front propeller are sequentially connected to the front end of the right front arm. The left front part of the fuselage body is connected to the left front arm, and the left front motor mounting seat, the left front motor, and the left front propeller are sequentially connected to the front end of the left front arm. The right rear part of the fuselage body is connected to the right rear arm, and the right rear motor mounting seat, the right rear motor, and the right rear propeller are sequentially connected to the middle section of the right rear arm; the right rear offset motor mounting seat, the right rear offset motor, and the right rear offset propeller are sequentially connected to the rear end of the right rear arm. The left rear part of the fuselage body is connected to the left rear arm, and the left rear motor mounting seat, the left rear motor, and the left rear propeller are sequentially connected to the middle section of the left rear arm; the left rear offset motor mounting seat, the left rear offset motor, and the left rear offset propeller are sequentially connected to the rear end of the left rear arm. The lift of the right front propeller, left front propeller, right rear propeller, and left rear propeller is vertically upward, the lift of the right rear offset propeller is to the right front, and the lift of the left rear offset propeller is to the left front. The lift differential of the right rear offset propeller and the left rear offset propeller controls the heading of the aircraft, but does not participate in controlling the pitch and roll of the aircraft. The lift differential of the right front propeller, left front propeller, right rear propeller, and left rear propeller controls the pitch and roll of the aircraft, but does not participate in controlling the heading of the aircraft. When the aircraft is hovering in the air and encounters a crosswind from the right front direction, in order to maintain the stability of the aircraft, it is necessary to control the forward pitch, right roll and right turn. The two operations of forward pitch and right roll are executed simultaneously by the lift differential of the right front propeller, left front propeller, right rear propeller and left rear propeller. Each forward pitch and right roll operation increases 25 motor throttle variables, and the throttle stroke of the left rear propeller is increased to 100. For right turn, this operation is executed by the lift differential of the right rear offset propeller and the left rear offset propeller, adding 50 motor throttle variables, and the throttle stroke of the right rear offset propeller or the left rear offset propeller is increased to 100. Due to the increase in the available throttle stroke (at the same time, the throttle stroke of forward pitch and right roll operation increases from the original 16.7 to 25, an increase of nearly 50%, and the throttle stroke of right turn operation increases from the original 16.7 to 50, an increase of nearly two times), the ability to resist crosswind is enhanced.

[0005] The technical solution of the present invention is to set a right rear offset propeller and a left rear offset propeller to control the heading of the aircraft. The right front propeller, the left front propeller, the right rear propeller, and the left rear propeller do not need to control the heading, but only need to control the pitch and roll, thereby reducing the control burden of each propeller, thereby increasing the available throttle stroke of each propeller to control the aircraft's attitude and enhancing the aircraft's ability to resist crosswinds.

[0006] The lift of the right rear offset propeller is toward the right front, and the lift of the left rear offset propeller is toward the left front. The combined force of the lift of the right rear offset propeller and the left rear offset propeller is forward, providing a small part of the power to drive the aircraft forward. This combined force produces forward interference to the aircraft when hovering, which is overcome by using backward control.

[0007] Attaching folding members to the arms can reduce the space occupied by a multi-propeller aircraft with twin offset vertical tail rotors when stored.

[0008] The multi-propeller aircraft with double offset vertical tail propellers is suitable for flying in various weather conditions due to its strong ability to resist crosswinds. It has become a general vertical take-off and landing flight platform with a new architecture, which is used in manned and cargo transportation, agricultural operations, forestry operations, surveying, exploration and other fields. BRIEF DESCRIPTION OF THE DRAWINGS

[0009] The present invention is further described below in conjunction with the accompanying drawings and embodiments.

[0010] Figure 1 It is a schematic diagram of the structure of a multi-propeller aircraft with dual offset vertical tail propellers according to the first embodiment of the present invention.

[0011] Figure 2 It is a schematic diagram of the propeller rotation direction of a multi-propeller aircraft with dual offset vertical tail propellers according to the second embodiment of the present invention.

[0012] Figure 3 It is a schematic diagram of the structure of a multi-propeller aircraft with dual offset vertical tail propellers according to the third embodiment of the present invention.

[0013] Figure 4 It is a schematic diagram of the propeller rotation direction of a multi-propeller aircraft with dual offset vertical tail propellers according to the fourth embodiment of the present invention.

[0014] Figure 5 It is a schematic diagram of the structure of a multi-propeller aircraft with dual offset vertical tail propellers according to the fifth embodiment of the present invention.

[0015] Figure 6 It is a schematic diagram of the structure of a multi-propeller aircraft with dual offset vertical tail propellers according to the sixth embodiment of the present invention.

[0016] Figure 7 It is a schematic diagram of the structure of a multi-propeller aircraft with double offset vertical tail propellers according to the seventh embodiment of the present invention.

[0017] Figure 8 It is a schematic diagram of the structure of a multi-propeller aircraft with dual offset vertical tail propellers according to the eighth embodiment of the present invention.

[0018] Fig. 9It is a schematic diagram of the fixed-wing flight mode of the multi-propeller aircraft with dual offset vertical tail propellers according to the eighth embodiment of the present invention.

[0019] Fig.10 It is a schematic diagram of the exploded connection of the main components of a multi-propeller aircraft with dual offset vertical tail propellers according to the first embodiment of the present invention.

[0020] Fig.11 It is a schematic diagram of the exploded connection of the main components of a multi-propeller aircraft with twin offset vertical tail propellers according to the third embodiment of the present invention.

[0021] Fig.12 It is a schematic diagram of the exploded connection of the main components of a multi-propeller aircraft with twin offset vertical tail propellers according to the sixth embodiment of the present invention.

[0022] Fig.13 It is a structural diagram of the tilting mechanism of a multi-propeller aircraft with double offset vertical tail propellers according to the eighth embodiment of the present invention.

[0023] In the figure, 1. right front propeller, 2. left rear propeller, 3. left front propeller, 4. right rear propeller, 5. right rear offset propeller, 6. left rear offset propeller, 7. middle large propeller, 8. middle front large propeller, 9. middle rear large propeller, 11. right front motor, 12. left rear motor, 13. left front motor, 14. right rear motor, 15. right rear offset motor, 16. left rear offset motor, 16.7. middle large motor, 18. middle front large motor, 19. middle rear large motor, 21. right front motor mounting seat, 22. left rear motor mounting seat, 23. left front motor mounting seat, 24. right rear motor mounting seat, 25. right rear offset motor mounting seat, 26. left rear offset motor mounting seat, 27. middle small tower, 28. Front-middle pylon, 29. Rear-middle pylon, 31. Right front arm, 32. Left rear arm, 33. Left front arm, 34. Right rear arm, 35. Right horizontal arm, 36. Left horizontal arm, 37. Right Y-shaped tee, 38. Left Y-shaped tee, 41. Fuselage body, 42. Fuselage body with middle pylon, 43. Fuselage body with front-middle pylon and rear-middle pylon, 44. Fuselage body with horizontal arm, 45. Fuselage body with short fixed wing, 46. Fuselage body with long fixed wing, 61. Right short fixed wing, 62. Left short fixed wing, 63. Right long fixed wing, 64. Left long fixed wing, 71. Pipe seat connecting plate, 72. Rivet, 73. Screw, 74. Long screw, 75. Nut, 76. Motor mounting seat reinforcement plate, 77. Pipe seat, 78. Pipeline hole, 79. Pipe clamp, 80. Mounting hole, 81. Motor connecting plate of motor mounting seat, 82. Small tower top plate, 83. Angle aluminum, 84. Y-type three-way contraction joint, 85. Electric cylinder, 86. Telescopic rod of electric cylinder, 87. Tilt mechanism connecting ear, 88. Right large propeller, 91. Electric cylinder base connecting ear, 92. Connecting ear connected to the electric cylinder telescopic rod, 93. Tilt axis, 93-1. Tilt axis connecting ear, 99. Left large propeller, 110. Tail propeller, 111. Tail motor, 112. Tail motor mounting seat, 188. Right large motor, 199. Left large motor, 288. Right large motor mounting seat, 299. Left large motor mounting seat, 388. Right large motor mounting base airfoil extension arm, 399. Left large motor mounting base airfoil extension arm, 488. Right tilt mechanism, 488-1. Swing arm of right tilt mechanism, 488-2. Fixed arm of right tilt mechanism, 499. Left tilt mechanism, F1. Lift of right front propeller, F2. Lift of left rear propeller, F3. Lift of left front propeller, F4. Lift of right rear propeller, F5. Lift of right rear offset propeller, F6. Lift of left rear offset propeller, F7. Lift of middle large propeller, F8. Lift of middle front large propeller, F9.The lift of the middle rear large propeller, F61. The lift of the right short fixed wing, F62. The lift of the left short fixed wing, F63. The lift of the right long fixed wing, F64. The lift of the left long fixed wing, F88. The lift of the right large propeller, F99. The lift of the left large propeller, F110. The lift of the tail propeller, d1x. The distance from the rotation center of the right front propeller to the horizontal axis passing through the center of gravity of the aircraft, d2x. The distance from the rotation center of the left rear propeller to the horizontal axis passing through the center of gravity of the aircraft, d3x. The distance from the rotation center of the left front propeller to the horizontal axis passing through the center of gravity of the aircraft, d4x. The distance from the rotation center of the right rear propeller to the horizontal axis passing through the center of gravity of the aircraft, d1y. The distance from the rotation center of the right front propeller to the longitudinal axis passing through the center of gravity of the aircraft, d2y. The distance from the rotation center of the left rear propeller to the longitudinal axis passing through the center of gravity of the aircraft, d3y. The distance from the rotation center of the left front propeller to the longitudinal axis passing through the center of gravity of the aircraft, d4y. The distance from the rotation center of the right rear propeller to the longitudinal axis passing through the center of gravity of the aircraft, d5. The distance from the lift of the right rear offset propeller to the center of gravity of the aircraft, d6. The distance from the lift of the left rear offset propeller to 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, N. The propeller rotates counterclockwise, S. The propeller rotates clockwise, the circle with an arrow represents the virtual circle of the propeller blade tip rotation and the rotation direction of the propeller, and the small dot "." on the left of "F" represents the lift vertically upward, the flight schematic diagram, the rotation direction of the propeller and the lift direction are based on the top view of the aircraft. . Implementation

[0024] Figure 1 It consists of an upper figure and a lower figure, the upper figure is a structural diagram of a double-offset vertical tail propeller multi-propeller aircraft according to a first embodiment of the present invention, and the lower figure is a flight principle diagram.

[0025] Figure 1In the upper figure (see the figure below), the fuselage and the landing gear constitute a fuselage body 41, the right front part of the fuselage body 41 is connected to the right front arm 31, the front end of the right front arm 31 is connected to the right front motor mounting seat 21, the right front motor 11 is connected to the right front motor 11, the right front motor 11 is connected to the right front propeller 1, and the lift F1 of the right front propeller is vertically upward. The left front part of the fuselage body 41 is connected to the left front arm 33, the front end of the left front arm 33 is connected to the left front motor mounting seat 23, the left front motor mounting seat 23 is connected to the left front motor 13, the left front motor 13 is connected to the left front propeller 3, and the lift F3 of the left front propeller is vertically upward. The right rear part of the fuselage body 41 is connected to the right rear arm 34, the middle section of the right rear arm 34 is connected to the right rear motor mounting seat 24, the right rear motor mounting seat 24 is connected to the right rear motor 14, the right rear motor 14 is connected to the right rear propeller 4, the lift F4 of the right rear propeller is vertically upward, the rear end of the right rear arm 34 is connected to the right rear offset motor mounting seat 25, the right rear offset motor mounting seat 25 is connected to the right rear offset motor 15, the right rear offset motor 15 is connected to the right rear offset propeller 5, the rotation plane of the right rear offset propeller 5 is perpendicular to the horizontal plane, the normal of the rotation plane is toward the right front, and the lift F5 of the right rear offset propeller is toward the right front. The left rear part of the fuselage body 41 is connected to the left rear arm 32, the middle section of the left rear arm 32 is connected to the left rear motor mounting seat 22, the left rear motor 12 is connected to the left rear motor 12, the left rear motor 12 is connected to the left rear propeller 2, the lift F2 of the left rear propeller is vertically upward, the rear end of the left rear arm 32 is connected to the left rear offset motor mounting seat 26, the left rear offset motor mounting seat 26 is connected to the left rear offset motor 16, the left rear offset motor 16 is connected to the left rear offset propeller 6, the rotation plane of the left rear offset propeller 6 is perpendicular to the horizontal plane, the normal of the rotation plane is to the left front, and the lift F6 of the left rear offset propeller is to the left front.

[0026] Six electric regulators are connected to six motors respectively, and a flight controller is connected to the six electric regulators. The flight controller controls the voltage change of the electric regulators to change the speed of the motors, drive the speed change of the propellers, change the lift of the propellers, and thus control the attitude of the aircraft. This constitutes the first embodiment of the dual-offset vertical tail propeller multi-propeller aircraft.

[0027] Figure 1 In the figure below, the right front propeller 1 rotates counterclockwise N, the left rear propeller 2 rotates counterclockwise N, the left front propeller 3 rotates clockwise S, and the right rear propeller 4 rotates clockwise S. When the throttle is the same, the right front propeller 1, the left rear propeller 2, the left front propeller 3, and the right rear propeller 4 have the same speed, the same lift, and the anti-torque cancels each other out. The steering of the right rear offset propeller 5 is that the bottom blade is forward, and the steering of the left rear offset propeller 6 is that the bottom blade is forward. When the throttle is the same, the right rear offset propeller 5 and the left rear offset propeller 6 have the same speed and the same lift.

[0028] The dot P represents the center of gravity of the aircraft. The gravity balance equation of the aircraft is: F1+ F2+ F3+ F4=FP………………(1).

[0029] Where, F1 is the lift of the right front propeller, F2 is the lift of the left rear propeller, F3 is the lift of the left front propeller, F4 is the lift of the right rear propeller, FP is the weight of the aircraft, and it is assumed that the throttle stroke is at 50 at this time.

[0030] The aircraft ascent equation is: F1+ F2+ F3+ F4>FP………………(1-1).

[0031] The aircraft descent equation is: F1+ F2+ F3+ F4<FP………………(1-2).

[0032] The pitch balance equation of the aircraft is: F1*d1x + F3*d3x= F2*d2x+ F4*d4x…………(2).

[0033] Wherein, d1x is the distance from the rotation center of the right front propeller to the horizontal axis X passing through the center of gravity of the aircraft, d2x is the distance from the rotation center of the left rear propeller to the horizontal axis X passing through the center of gravity of the aircraft, d3x is the distance from the rotation center of the left front propeller to the horizontal axis X passing through the center of gravity of the aircraft, and d4x is the distance from the rotation center of the right rear propeller to the horizontal axis X passing through the center of gravity of the aircraft. These four distances are equal.

[0034] The aircraft pitch equation is: (F1-△F)*d1x + (F3-△F)*d3< (F2+△F)*d2x+ (F4+△F)*d4x ………………………………(2-1).

[0035] In the formula, △F is the lift change, the lift of the right front propeller F1 decreases by △F, F3 is the lift of the left front propeller decreases by △F, the lift of the left rear propeller F2 increases by △F, F4 is the lift of the right rear propeller increases by △F, and the aircraft pitches forward.

[0036] The equation for the aircraft to pitch back is: (F1+△F)*d1x + (F3+△F)*d3> (F2-△F)*d2x+ (F4-△F)*d4x ………………………………(2-2).

[0037] In the formula, the lift F1 of the right front propeller increases by △F, the lift F3 of the left front propeller increases by △F, the lift F2 of the left rear propeller decreases by △F, and the lift F4 of the right rear propeller decreases by △F, and the aircraft pitches backward.

[0038] The rolling balance equation of the aircraft is: F1*d1y + F4*d4y = F3*d3y +F2*d2y…………(3).

[0039] Wherein, d1y is the distance from the rotation center of the right front propeller to the horizontal axis Y passing through the center of gravity of the aircraft, d2y is the distance from the rotation center of the left rear propeller to the horizontal axis Y passing through the center of gravity of the aircraft, d3y is the distance from the rotation center of the left front propeller to the horizontal axis Y passing through the center of gravity of the aircraft, and d4y is the distance from the rotation center of the right rear propeller to the horizontal axis Y passing through the center of gravity of the aircraft. These four distances are equal.

[0040] The equation for the aircraft to roll to the left is: (F1+△F)*d1y + (F4+△F)*d4y> (F3-△F)*d3y + (F2-△F)*d2y …………………………(3-1)

[0041] In the formula, the lift F1 of the right front propeller increases by △F, the lift F4 of the right rear propeller increases by △F, the lift F3 of the left front propeller decreases by △F, the lift F2 of the left rear propeller decreases by △F, and the aircraft rolls to the left.

[0042] The equation for the aircraft to roll to the right is: (F1-△F)*d1y + (F4-△F)*d4y<(F3+△F)*d3y + (F2+△F)*d2y …… ...

[0043] In the formula, the lift F1 of the right front propeller decreases by △F, the lift F4 of the right rear propeller decreases by △F, the lift F3 of the left front propeller increases by △F, the lift F2 of the left rear propeller increases by △F, and the aircraft rolls to the right.

[0044] The aircraft heading balance equation is: F5*d5= F6*d6…………(4).

[0045] In the formula, F5 is the lift of the right rear offset propeller, F6 is the lift of the left rear offset propeller, d5 is the distance from the lift F5 of the right rear offset propeller to the center of gravity P of the aircraft, and d6 is the distance from the lift F6 of the left rear offset propeller to the center of gravity P of the aircraft. These two distances are equal.

[0046] The equation for turning the aircraft to the left is: (F5+△F)*d5> (F6-△F)*d6…………(4-1).

[0047] In the formula, the lift F5 of the right rear offset propeller increases by △F, the lift F6 of the left rear offset propeller decreases by △F, and the aircraft turns left.

[0048] The equation for turning the aircraft to the right is: (F5-△F)*d5<(F6+△F)*d6…………(4-2).

[0049] In the formula, the lift F5 of the right rear offset propeller decreases by △F, the lift F6 of the left rear offset propeller increases by △F, and the aircraft turns right.

[0050] When the aircraft is hovering in the air and encounters a crosswind from the right front direction (the analysis method and conclusion are the same for other wind directions), in order to keep the aircraft stable, it needs to pitch forward, roll to the right, and turn to the right.

[0051] The aircraft pitch equation is: (F1-△F)*d1x + (F3-△F)*d3< (F2+△F)*d2x+ (F4+△F)*d4x ………………………………(2-1).

[0052] The equation for the aircraft to roll to the right is: (F1-△F)*d1y + (F4-△F)*d4y<(F3+△F)*d3y + (F2+△F)*d2y …… ...

[0053] The equation for turning the aircraft to the right is: (F5-△F)*d5<(F6+△F)*d6…………(4-2).

[0054] From equations (2-1) and (3-2), we can see that the lift F1 of the right front propeller is reduced by 2 △F (assuming that one lift change is equivalent to one motor throttle change), the lift F2 of the left rear propeller is increased by 2 △F, the lift F3 of the left front propeller remains unchanged, and the lift F4 of the right rear propeller remains unchanged. The motor throttle variables of the left rear propeller are 25 (50 motor throttle variables divided by 2), which is nearly 50% higher than the motor throttle variables of a conventional four-propeller aircraft (16.7 motor throttle variables of the left rear propeller).

[0055] From equation (4-2), we can see that the lift F5 of the right rear offset propeller is reduced by 1 △F, and the lift F6 of the left rear offset propeller is increased by 1 △F. The motor throttle variables of the right rear offset propeller 5 are 50, and the motor throttle variables of the left rear offset propeller 6 are 50, which is nearly twice the motor throttle variables of the conventional four-propeller aircraft (16.7 motor throttle variables of the left rear propeller). As the throttle available travel increases, the ability to resist crosswind is enhanced.

[0056] Figure 2 The structure of the dual offset vertical tail propeller multi-propeller aircraft of the second embodiment of the present invention is the same as that of the dual offset vertical tail propeller multi-propeller aircraft of the first embodiment, and the directions of the corresponding propeller lifts are the same, see Figure 1 The difference lies in the different settings of the propeller's rotation direction.

[0057] Figure 2 In the figure, the right front propeller 1 rotates clockwise S, the left rear propeller 2 rotates clockwise S, the left front propeller 3 rotates counterclockwise N, and the right rear propeller 4 rotates counterclockwise N. When the throttle is the same, the right front propeller 1, the left rear propeller 2, the left front propeller 3, and the right rear propeller 4 have the same rotation speed, the same lift, and the anti-torque cancels each other out. The right rear offset propeller 5 also turns the bottom blade forward, and the left rear offset propeller 6 also turns the bottom blade forward. When the throttle is the same, the right rear offset propeller 5 and the left rear offset propeller 6 have the same rotation speed and the same lift.

[0058] The flight principle is the same as that of the first embodiment of the dual offset vertical tail propeller multi-propeller aircraft, see Figure 1 illustrate.

[0059] The same is true for the aircraft's gravity balance equation (1), the ascent equation (1-1), and the descent equation (1-2).

[0060] Similarly, the pitch is controlled by the lift differential of the right front propeller 1, the left front propeller 3 and the left rear propeller 2, the right rear propeller 4 (pitch balance equation (2), forward pitch equation (2-1), rearward pitch equation (2-2)).

[0061] Similarly, the lift differential control of the right front propeller 1, the right rear propeller 4 and the left rear propeller 2, the left front propeller 3 controls the roll (roll balance equation (3), left roll equation (3-1), right roll equation (3-2)).

[0062] The same is true for the lift differential control heading of the right rear offset propeller 5 and the left rear offset propeller 6 (heading balance equation (4), left steering equation (4-1), right steering equation (4-2)).

[0063] Similarly, the available throttle travel is increased and the ability to resist crosswinds is enhanced.

[0064] Figure 3 It consists of an upper figure and a lower figure, the upper figure is a structural diagram of a double-offset vertical tail propeller multi-propeller aircraft according to a third embodiment of the present invention, and the lower figure is a flight principle diagram.

[0065] Figure 3 In the above figure (see the figure below), the fuselage with the small central tower and the landing gear constitute a fuselage body 42, the top of the fuselage body 42 is the small central tower 27, the top of the small central tower 27 is connected to the large central motor 17, the large central motor 17 is connected to the large central propeller 7, the rotation center of the large central propeller 7 is directly above the center of gravity of the aircraft, and the lift F7 of the large central propeller is vertically upward.

[0066] The right front part of the fuselage body 42 is connected to the right front arm 31, the front end of the right front arm 31 is connected to the right front motor mounting seat 21, the right front motor 11 is connected to the right front propeller 1, and the lift F1 of the right front propeller is vertically upward. The left front part of the fuselage body 42 is connected to the left front arm 33, the front end of the left front arm 33 is connected to the left front motor mounting seat 23, the left front motor 13 is connected to the left front motor mounting seat 23, the left front motor 13 is connected to the left front propeller 3, and the lift F3 of the left front propeller is vertically upward. The right rear part of the fuselage body 42 is connected to the right rear arm 34, the middle section of the right rear arm 34 is connected to the right rear motor mounting seat 24, the right rear motor 14 is connected to the right rear propeller 4, the lift F4 of the right rear propeller is vertically upward, the rear end of the right rear arm 34 is connected to the right rear offset motor mounting seat 25, the right rear offset motor mounting seat 25 is connected to the right rear offset motor 15, the right rear offset motor 15 is connected to the right rear offset propeller 5, the rotation plane of the right rear offset propeller 5 is perpendicular to the horizontal plane, the normal of the rotation plane is toward the right front, and the lift F5 of the right rear offset propeller is toward the right front. The left rear part of the fuselage body 42 is connected to the left rear arm 32, the middle section of the left rear arm 32 is connected to the left rear motor mounting seat 22, the left rear motor 12 is connected to the left rear motor 12, the left rear motor 12 is connected to the left rear propeller 2, the lift F2 of the left rear propeller is vertically upward, the rear end of the left rear arm 32 is connected to the left rear offset motor mounting seat 26, the left rear offset motor mounting seat 26 is connected to the left rear offset motor 16, the left rear offset motor 16 is connected to the left rear offset propeller 6, the rotation plane of the left rear offset propeller 6 is perpendicular to the horizontal plane, the normal of the rotation plane is to the left front, and the lift F6 of the left rear offset propeller is to the left front.

[0067] Seven electric regulators are connected to seven motors respectively, and a flight controller is connected to the seven electric regulators. The flight controller controls the voltage change of the electric regulators to change the speed of the motors, drive the speed change of the propellers, change the lift of the propellers, and thus control the attitude of the aircraft. This constitutes the dual-offset vertical tail propeller multi-propeller aircraft of the third embodiment.

[0068] Compare Figure 1 The first embodiment with Figure 3 The third embodiment is structurally equivalent to the first embodiment with the addition of a small middle tower 27, a large middle motor 17, and a large middle propeller 7.

[0069] Figure 3 In the figure below, the middle large propeller 7 rotates counterclockwise N, the right front propeller 1 rotates clockwise S, the left rear propeller 2 rotates clockwise S, the left front propeller 3 rotates clockwise S, and the right rear propeller 4 rotates clockwise S. When the throttle is the same, the right front propeller 1, the left rear propeller 2, the left front propeller 3, and the right rear propeller 4 have the same speed, lift, and anti-torque. The right rear offset propeller 5 turns in the direction of the bottom blade forward, and the left rear offset propeller 6 turns in the direction of the bottom blade forward. When the throttle is the same, the right rear offset propeller 5 and the left rear offset propeller 6 have the same speed and lift.

[0070] At the same throttle stroke of 50, the lift of the middle large propeller 7 is set to be greater than the sum of the lifts of the right front propeller 1, the left rear propeller 2, the left front propeller 3, and the right rear propeller 4.

[0071] F7>F1+ F2+ F3+ F4………………(5).

[0072] See also Figure 1 The gravity balance equation of the aircraft is: F1+ F2+ F3+ F4+F7=FP………………(1-3).

[0073] In the formula, the lift of the large propeller 7 in the middle of F7 is, assuming that the throttle stroke is at 50 at this time.

[0074] The aircraft ascent equation is: F1+ F2+ F3+ F4+F7>FP………………(1-4).

[0075] The aircraft descent equation is: F1+ F2+ F3+ F4+F7<FP………………(1-5).

[0076] The pitch balance equation of the aircraft is also equation (2): F1*d1x + F3*d3x= F2*d2x+ F4*d4x…………(2).

[0077] The forward pitch equation of the aircraft is also equation (2-1): (F1-△F)*d1x + (F3-△F)*d3< (F2+△F)*d2x+ (F4+△F)*d4x ………………………………(2-1).

[0078] The aircraft pitch equation is also equation (2-2): (F1+△F)*d1x + (F3+△F)*d3> (F2-△F)*d2x+ (F4-△F)*d4x ………………………………(2-2).

[0079] The rolling balance equation of the aircraft is also equation (3): F1*d1y + F4*d4y = F3*d3y +F2*d2y…………(3).

[0080] The aircraft's rolling equation to the left is also equation (3-1): (F1+△F)*d1y + (F4+△F)*d4y> (F3-△F)*d3y + (F2-△F)*d2y …………………………(3-1)

[0081] The aircraft's right rolling equation is also equation (3-2): (F1-△F)*d1y + (F4-△F)*d4y<(F3+△F)*d3y + (F2+△F)*d2y …… ...

[0082] The aircraft heading balance equation is: F5*d5+nj1+nj2+nj3+nj4= F6*d6+sj7…………(4-3).

[0083] In the formula, F5 is the lift of the right rear offset propeller, d5 is the distance from the lift F5 of the right rear offset propeller to the center of gravity P of the aircraft, nj1 is the counter-torque of the right front propeller 1 which rotates clockwise by S and causes the aircraft to rotate counterclockwise by N, nj2 is the counter-torque of the left rear propeller 2 which rotates clockwise by S and causes the aircraft to rotate counterclockwise by N, nj3 is the counter-torque of the left front propeller 3 which rotates clockwise by S and causes the aircraft to rotate counterclockwise by N, nj4 is the counter-torque of the right rear propeller 4 which rotates clockwise by S and causes the aircraft to rotate counterclockwise by N, F6 is the lift of the left rear offset propeller, d6 is the distance from the lift F6 of the left rear offset propeller to the center of gravity P of the aircraft, sj7 is the counter-torque of the middle large propeller 7 which rotates counterclockwise by N and causes the aircraft to rotate clockwise by S.

[0084] According to formula (5), we can know that: sj7>nj1+nj2+nj3+nj4………………(6).

[0085] In order to satisfy the equation (4-3) when the throttle is in the neutral position, d5>d6 is set, that is, the right rear arm 34 is slightly longer than the left rear arm 32.

[0086] The equation for turning the aircraft to the left is: (F5+△F)*d5+nj1+nj2+nj3+nj4> (F6-△F)*d6+sj7…………(4-4).

[0087] The equation for turning the aircraft to the right is: (F5-△F)*d5+nj1+nj2+nj3+nj4<(F6+△F)*d6+sj7......(4-5).

[0088] From the above description, it can be seen that the added middle large propeller 7 that rotates counterclockwise by N only participates in the aircraft's lift control (see equations (1-3), (1-4), and (1-5)), does not participate in pitch control (see equations (2), (2-1), and (2-3)), and does not participate in roll control (see equations (3), (3-1), and (3-2)). During the heading control process, the middle large propeller 7 maintains its original state (see equations (4-3), (4-4), and (4-5)).

[0089] Figure 1 The first embodiment with Figure 3 In the third embodiment, the pitch, roll and heading control methods are the same, and the available throttle travel is increased, and the crosswind resistance capability is enhanced.

[0090] Since the large middle propeller 7 does not participate in manipulating the attitude of the aircraft and does not require a high throttle response speed, the large middle propeller 7 can adopt a larger diameter to increase the load capacity of the aircraft. In some embodiments, the large middle propeller 7 can be driven by a fuel engine. When the large middle propeller 7 is installed, the lift F7 of the large middle propeller is vertically upward. In some embodiments, the lift F7 of the large middle propeller is set to be slightly tilted forward, and the forward tilt angle is less than 10° (the angle between the lift line and the vertical line).

[0091] Since sj7>nj1+nj2+nj3+nj4, the left rear offset propeller 6 can be eliminated, and equation (4-3) becomes: F5*d5+nj1+nj2+nj3+nj4=sj7…………(4-6).

[0092] Formula (4-6) is the aircraft heading balance equation without the left rear offset propeller 6.

[0093] The equation for turning the aircraft to the left is: (F5+△F)*d5+nj1+nj2+nj3+nj4>sj7…………(4-7).

[0094] The equation for turning the aircraft to the right is: (F5-△F)*d5+nj1+nj2+nj3+nj4<sj7…………(4-8).

[0095] This embodiment eliminates the left rear offset propeller 6 and simplifies the structure. It also increases the available throttle stroke and enhances the ability to resist crosswinds. However, compared with the third embodiment, its steering sensitivity decreases, making it suitable for applications with slower flight speeds.

[0096] Figure 4 The structure of the dual offset vertical tail propeller multi-propeller aircraft of the fourth embodiment of the present invention is the same as that of the dual offset vertical tail propeller multi-propeller aircraft of the third embodiment, and the lift directions of the corresponding propellers are the same, see Figure 3 The difference lies in the different settings of the propeller's rotation direction.

[0097] Figure 4 In the middle, the right front propeller 1 rotates counterclockwise N, the left rear propeller 2 rotates counterclockwise N, the left front propeller 3 rotates counterclockwise N, and the right rear propeller 4 rotates counterclockwise N. When the throttle is the same, the right front propeller 1, the left rear propeller 2, the left front propeller 3, and the right rear propeller 4 have the same speed, lift, and anti-torque. The right rear offset propeller 5 turns in the direction of the bottom blade forward, and the left rear offset propeller 6 turns in the direction of the bottom blade forward. When the throttle is the same, the right rear offset propeller 5 and the left rear offset propeller 6 have the same speed and lift. The large propeller 7 in the middle rotates clockwise S.

[0098] The flight principle is the same as that of the dual offset vertical tail propeller multi-propeller aircraft of the third embodiment, see Figure 3 illustrate.

[0099] The same are the aircraft gravity balance equation (1-3), ascent equation (1-4), and descent equation (1-5).

[0100] Similarly, the pitch is controlled by the lift differential of the right front propeller 1, the left front propeller 3 and the left rear propeller 2, the right rear propeller 4 (pitch balance equation (2), forward pitch equation (2-1), rearward pitch equation (2-2)).

[0101] Similarly, the lift differential control of the right front propeller 1, the right rear propeller 4 and the left rear propeller 2, the left front propeller 3 controls the roll (roll balance equation (3), left roll equation (3-1), right roll equation (3-2)).

[0102] The aircraft heading balance equation is: F5*d5+nj7 = F6*d6+sj1+sj2+sj3+sj4…………(4-9).

[0103] In the formula, sj1 is the counter-clockwise rotation of the right front propeller 1 of N, which causes the aircraft to rotate clockwise by S, sj2 is the counter-clockwise rotation of the left rear propeller 2 of N, which causes the aircraft to rotate clockwise by S, sj3 is the counter-clockwise rotation of the left front propeller 3 of N, which causes the aircraft to rotate clockwise by S, sj4 is the counter-clockwise rotation of the right rear propeller 4 of N, which causes the aircraft to rotate clockwise by S, and nj7 is the counter-clockwise rotation of the middle large propeller 7 of S, which causes the aircraft to rotate counter-clockwise by N.

[0104] According to formula (5), we can know that: nj7>sj1+sj2+sj3+sj4………………(6-1).

[0105] In order to satisfy the equation (4-9) when the throttle is in the middle position, d6>d5 is set, that is, the left rear arm 32 is slightly longer than the right rear arm 34.

[0106] The equation for turning the aircraft to the left is: (F5+△F)*d5+nj7> (F6-△F)*d6+sj1+sj2+sj3+sj4…………(4-10).

[0107] The equation for turning the aircraft to the right is: (F5-△F)*d5+nj7< (F6+△F)*d6+sj1+sj2+sj3+sj4…………(4-11).

[0108] Figure 4 The fourth embodiment of Figure 3 In the third embodiment, the pitch, roll and heading control methods are the same, and the available throttle travel is increased, and the crosswind resistance capability is enhanced.

[0109] Since nj7>sj1+sj2+sj3+sj4, the right rear offset propeller 5 can be eliminated, and equation (4-9) becomes: nj7 = F6*d6+sj1+sj2+sj3+sj4…………(4-12).

[0110] Equation (4-12) is the aircraft heading balance equation without the right rear offset propeller 5.

[0111] The equation for turning the aircraft to the left is: nj7> (F6-△F)*d6+ sj1+sj2+sj3+sj4…………(4-13).

[0112] The equation for turning the aircraft to the right is: nj7< (F6+△F)*d6+ sj1+sj2+sj3+sj4…………(4-14).

[0113] This embodiment eliminates the right rear offset propeller 5 and simplifies the structure. It also increases the available throttle stroke and enhances the ability to resist crosswinds. However, compared with the fourth embodiment, its steering sensitivity is reduced, making it suitable for applications with slower flight speeds.

[0114] Figure 5 It consists of an upper figure and a lower figure, the upper figure is a structural diagram of a dual-offset vertical tail propeller multi-propeller aircraft according to a fifth embodiment of the present invention, and the lower figure is a flight principle diagram.

[0115] Figure 5 In the above figure (see the figure below), the fuselage with the middle front small tower and the middle rear small tower and the landing gear constitute the fuselage body 43, the front part of the fuselage body 43 is the middle front small tower 28, and the rear part of the fuselage body 43 is the middle rear small tower 29, and the middle rear small tower 29 is higher than the middle front small tower 28.

[0116] The top of the middle front small tower 28 is connected to the middle front large motor 18, which is connected to the middle front large propeller 8, and the lift F8 of the middle front large propeller is vertically upward. The top of the middle rear small tower 29 is connected to the middle rear large motor 19, which is connected to the middle rear large propeller 9, and the lift F9 of the middle rear large propeller is vertically upward. The rotating surface of the middle rear large propeller 9 is higher than the rotating surface of the middle front large propeller 8, and the rotating surface of the middle rear large propeller 9 partially overlaps with the rotating surface of the middle front large propeller 8.

[0117] The right front part of the fuselage body 43 is connected to the right front arm 31, the front end of the right front arm 31 is connected to the right front motor mounting seat 21, the right front motor 11 is connected to the right front propeller 1, and the lift F1 of the right front propeller is vertically upward. The left front part of the fuselage body 43 is connected to the left front arm 33, the front end of the left front arm 33 is connected to the left front motor mounting seat 23, the left front motor 13 is connected to the left front motor mounting seat 23, the left front motor 13 is connected to the left front propeller 3, and the lift F3 of the left front propeller is vertically upward. The right rear part of the fuselage body 43 is connected to the right rear arm 34, the middle section of the right rear arm 34 is connected to the right rear motor mounting seat 24, the right rear motor 14 is connected to the right rear propeller 4, the lift F4 of the right rear propeller is vertically upward, the rear end of the right rear arm 34 is connected to the right rear offset motor mounting seat 25, the right rear offset motor mounting seat 25 is connected to the right rear offset motor 15, the right rear offset motor 15 is connected to the right rear offset propeller 5, the rotation plane of the right rear offset propeller 5 is perpendicular to the horizontal plane, the normal of the rotation plane is toward the right front, and the lift F5 of the right rear offset propeller is toward the right front. The left rear part of the fuselage body 43 is connected to the left rear arm 32, the middle section of the left rear arm 32 is connected to the left rear motor mounting seat 22, the left rear motor mounting seat 22 is connected to the left rear motor 12, the left rear motor 12 is connected to the left rear propeller 2, the lift F2 of the left rear propeller is vertically upward, the rear end of the left rear arm 32 is connected to the left rear offset motor mounting seat 26, the left rear offset motor mounting seat 26 is connected to the left rear offset motor 16, the left rear offset motor 16 is connected to the left rear offset propeller 6, the rotation plane of the left rear offset propeller 6 is perpendicular to the horizontal plane, the normal of the rotation plane is to the left front, and the lift F6 of the left rear offset propeller is to the left front.

[0118] Eight electric regulators are connected to eight motors respectively, and a flight controller is connected to the eight electric regulators. The flight controller controls the voltage change of the electric regulators to change the speed of the motors, drive the speed change of the propellers, change the lift of the propellers, and thus control the attitude of the aircraft. This constitutes the dual-offset vertical tail propeller multi-propeller aircraft of the fifth embodiment.

[0119] Compare Figure 1 The first embodiment with Figure 5 The fifth embodiment is structurally equivalent to the first embodiment in that a middle front small tower 28, a middle front large motor 18, a middle front large propeller 8, a middle rear small tower 29, a middle rear large motor 19, and a middle rear large propeller 9 are added.

[0120] Figure 5In the figure below, the rotation directions of the center front large propeller 8 and the center rear large propeller 9 are opposite. The figure takes the example that the center front large propeller 8 rotates counterclockwise N and the center rear large propeller 9 rotates clockwise S. When the throttle is the same, the center front large propeller 8 and the center rear large propeller 9 have the same rotation speed, the same lift, and the anti-torque cancels each other out. The line connecting the rotation centers of the center front large propeller 8 and the center rear large propeller 9 overlaps with the longitudinal axis Y passing through the center of gravity of the aircraft. The distances from the rotation centers of the center front large propeller 8 and the center rear large propeller 9 to the center of gravity of the aircraft are equal. During the entire flight process, the center front large propeller 8 and the center rear large propeller 9 maintain the same throttle, the same rotation speed, the same lift, and the anti-torque cancels each other out. Therefore, the lift changes of the center front large propeller 8 and the center rear large propeller 9 do not affect the pitch, roll and heading of the aircraft.

[0121] The right front propeller 1 rotates counterclockwise N, the left rear propeller 2 rotates counterclockwise N, the left front propeller 3 rotates clockwise S, and the right rear propeller 4 rotates clockwise S. When the throttle is the same, the right front propeller 1, the left rear propeller 2, the left front propeller 3, and the right rear propeller 4 have the same speed, the same lift, and the anti-torque cancels each other out. The steering of the right rear offset propeller 5 is that the bottom blade is forward, and the steering of the left rear offset propeller 6 is that the bottom blade is forward. When the throttle is the same, the right rear offset propeller 5 and the left rear offset propeller 6 have the same speed and the same lift.

[0122] At the same throttle stroke of 50, the lift of the middle front large propeller 8 and the middle rear large propeller 9 is set to be greater than the sum of the lift of the right front propeller 1, the left rear propeller 2, the left front propeller 3, and the right rear propeller 4.

[0123] F8+F9>F1+ F2+ F3+ F4………………(5-1).

[0124] See also Figure 1 The gravity balance equation of the aircraft is: F1+ F2+ F3+ F4+F8+F9=FP………………(1-6).

[0125] In the formula, F8 is the lift of the front large propeller 8, and F9 is the lift of the rear large propeller 9. It is assumed that the throttle stroke is at 50 at this time.

[0126] The aircraft ascent equation is: F1+ F2+ F3+ F4+F8+F9>FP………………(1-7).

[0127] The aircraft descent equation is: F1+ F2+ F3+ F4+F8+F9<FP………………(1-8).

[0128] The pitch balance equation of the aircraft is also equation (2): F1*d1x + F3*d3x= F2*d2x+ F4*d4x…………(2).

[0129] The forward pitch equation of the aircraft is also equation (2-1): (F1-△F)*d1x + (F3-△F)*d3< (F2+△F)*d2x+ (F4+△F)*d4x ………………………………(2-1).

[0130] The aircraft pitch equation is also equation (2-2): (F1+△F)*d1x + (F3+△F)*d3> (F2-△F)*d2x+ (F4-△F)*d4x ………………………………(2-2).

[0131] The rolling balance equation of the aircraft is also equation (3): F1*d1y + F4*d4y = F3*d3y +F2*d2y…………(3).

[0132] The aircraft's rolling equation to the left is also equation (3-1): (F1+△F)*d1y + (F4+△F)*d4y> (F3-△F)*d3y + (F2-△F)*d2y …………………………(3-1)

[0133] The aircraft's right rolling equation is also equation (3-2): (F1-△F)*d1y + (F4-△F)*d4y<(F3+△F)*d3y + (F2+△F)*d2y …… ...

[0134] The aircraft heading balance equation is also equation (4): F5*d5= F6*d6…………(4).

[0135] Wherein, the distances d5 and d6 are equal.

[0136] The aircraft's left turning equation is also equation (4-1): (F5+△F)*d5> (F6-△F)*d6…………(4-1).

[0137] The aircraft turns right and the equation is also (4-2): (F5-△F)*d5<(F6+△F)*d6…………(4-2).

[0138] From the above description, it can be seen that the added large mid-front propeller 8 and the large mid-rear propeller 9 only participate in the lift control of the aircraft (see equations (1-6), (1-7), and (1-8)), and do not participate in the pitch control (see equations (2), (2-1), and (2-3)), and do not participate in the roll control (see equations (3), (3-1), and (3-2)). During the heading control process, the large mid-front propeller 8 and the large mid-rear propeller 9 maintain their original state (see equations (4), (4-1), and (4-2)).

[0139] Figure 1 The first embodiment with Figure 5 In the fifth embodiment, the pitch, roll and heading control methods are the same, and the available throttle travel is increased, and the crosswind resistance capability is enhanced.

[0140] Since the large center-front propeller 8 and the large center-rear propeller 9 do not participate in manipulating the attitude of the aircraft, the throttle response speed requirement is not high. The large center-front propeller 8 and the large center-rear propeller 9 can adopt a larger diameter to increase the load capacity of the aircraft. The large center-front propeller 8 and the large center-rear propeller 9 can be driven by a fuel engine. When the large center-front propeller 8 and the large center-rear propeller 9 are installed, the lift of the large center-front propeller 8 and the large center-rear propeller 9 is vertically upward. In some embodiments, the lift of the large center-front propeller 8 and the large center-rear propeller 9 is set to be slightly tilted forward, and the forward tilt angle is less than 10° (the angle between the lift line and the vertical line).

[0141] and Figure 1 The same as the first embodiment, the rotation directions of the right front propeller 1, the left rear propeller 2, the left front propeller 3, and the right rear propeller 4 can be set oppositely accordingly. The right front propeller 1 rotates clockwise S, the left rear propeller 2 rotates clockwise S, the left front propeller 3 rotates counterclockwise N, and the right rear propeller 4 rotates counterclockwise N. After changing the rotation direction in this way, the flight principle remains unchanged.

[0142] Figure 6 It consists of an upper figure and a lower figure, the upper figure is a structural diagram of a double-offset vertical tail propeller multi-propeller aircraft according to a sixth embodiment of the present invention, and the lower figure is a flight principle diagram.

[0143] Figure 6In the upper figure (see the lower figure), the fuselage with the horizontal machine arm and the landing gear constitute the fuselage body 44, the horizontal machine arm is on the horizontal axis of the fuselage body 44, the right side of the horizontal axis of the fuselage body 44 is connected to the right horizontal machine arm 35, the middle section of the right horizontal machine arm 35 is connected to the right large motor mounting seat 288, the right large motor mounting seat 288 is connected to the right large motor 188, the right large motor 188 is connected to the right large propeller 88, and the lift F88 of the right large propeller 88 is vertically upward. The right end of the right horizontal machine arm 35 is connected to the right Y-shaped tee 37, the right front end of the right Y-shaped tee 37 is connected to the right front machine arm 31, the front end of the right front machine arm 31 is connected to the right front motor mounting seat 21, the right front motor mounting seat 21 is connected to the right front motor 11, the right front motor 11 is connected to the right front propeller 1, and the lift F1 of the right front propeller is vertically upward. The rear end of the right Y-shaped tee 37 is connected to the right rear arm 34, the middle section of the right rear arm 34 is connected to the right rear motor mounting seat 24, the right rear motor mounting seat 24 is connected to the right rear motor 14, the right rear motor 14 is connected to the right rear propeller 4, the lift F4 of the right rear propeller is vertically upward, the rear end of the right rear arm 34 is connected to the right rear offset motor mounting seat 25, the right rear offset motor mounting seat 25 is connected to the right rear offset motor 15, the right rear offset motor 15 is connected to the right rear offset propeller 5, the rotation plane of the right rear offset propeller 5 is perpendicular to the horizontal plane, the normal of the rotation plane is to the right front, and the lift F5 of the right rear offset propeller is to the right front.

[0144] The left side of the horizontal axis of the fuselage body 44 is connected to the left horizontal arm 36, which is connected to the left large motor mounting seat 299, which is connected to the left large motor 199, which is connected to the left large propeller 99, and the lift F99 of the left large propeller 99 is vertically upward. The left end of the left horizontal arm 36 is connected to the left Y-shaped tee 38, the left front end of the left Y-shaped tee 38 is connected to the left front arm 33, the front end of the left front arm 33 is connected to the left front motor mounting seat 23, the left front motor mounting seat 23 is connected to the left front motor 13, the left front motor 13 is connected to the left front propeller 3, and the lift F3 of the left front propeller is vertically upward. The left rear end of the left Y-shaped tee 38 is connected to the left rear arm 32, the middle section of the left rear arm 32 is connected to the left rear motor mounting seat 22, the left rear motor mounting seat 22 is connected to the left rear motor 12, the left rear motor 12 is connected to the left rear propeller 2, the lift F2 of the left rear propeller is vertically upward, the rear end of the left rear arm 32 is connected to the left rear offset motor mounting seat 26, the left rear offset motor mounting seat 26 is connected to the left rear offset motor 16, the left rear offset motor 16 is connected to the left rear offset propeller 6, the rotation plane of the left rear offset propeller 6 is perpendicular to the horizontal plane, the normal of the rotation plane is to the left front, and the lift F6 of the left rear offset propeller is to the left front.

[0145] Eight electric speed controllers are connected to eight motors respectively, and a flight controller is connected to the eight electric speed controllers. The flight controller controls the voltage change of the electric speed controllers to change the speed of the motors, drive the speed change of the propellers, change the lift of the propellers, and thus control the attitude of the aircraft. This constitutes the dual-offset vertical tail propeller multi-propeller aircraft of the sixth embodiment.

[0146] Compare Figure 1 The first embodiment with Figure 6 The sixth embodiment is structurally equivalent to the first embodiment in that a right horizontal machine arm 35, a right large motor mounting seat 288, a right large motor 188, a right large propeller 88, a left horizontal machine arm 36, a left large motor mounting seat 299, a left large motor 199, and a left large propeller 99 are added.

[0147] Figure 6 In the figure below, the right large propeller 88 and the left large propeller 99 rotate in opposite directions. The figure takes the example that the right large propeller 88 rotates counterclockwise N and the left large propeller 99 rotates clockwise S. When the throttle is the same, the right large propeller 88 and the left large propeller 99 have the same rotation speed, the same lift, and the anti-torque cancels each other out. The line connecting the rotation centers of the right large propeller 88 and the left large propeller 99 overlaps with the horizontal axis X passing through the center of gravity of the aircraft. The distances from the rotation centers of the right large propeller 88 and the left large propeller 99 to the center of gravity of the aircraft are equal. During the entire flight process, the right large propeller 88 and the left large propeller 99 maintain the same throttle, the same rotation speed, the same lift, and the anti-torque cancels each other out. Therefore, the lift changes of the right large propeller 88 and the left large propeller 99 do not affect the pitch, roll and heading of the aircraft.

[0148] The right front propeller 1 rotates counterclockwise N, the left rear propeller 2 rotates counterclockwise N, the left front propeller 3 rotates clockwise S, and the right rear propeller 4 rotates clockwise S. When the throttle is the same, the right front propeller 1, the left rear propeller 2, the left front propeller 3, and the right rear propeller 4 have the same speed, the same lift, and the anti-torque cancels each other out. The steering of the right rear offset propeller 5 is that the bottom blade is forward, and the steering of the left rear offset propeller 6 is that the bottom blade is forward. When the throttle is the same, the right rear offset propeller 5 and the left rear offset propeller 6 have the same speed and the same lift.

[0149] At the same throttle stroke of 50, the lift of the right large propeller 88 and the left large propeller 99 is set to be greater than the sum of the lifts of the right front propeller 1, the left rear propeller 2, the left front propeller 3, and the right rear propeller 4.

[0150] F88+F99>F1+ F2+ F3+ F4………………(5-2).

[0151] See also Figure 1 The gravity balance equation of the aircraft is: F1+ F2+ F3+ F4+F88+F99=FP………………(1-9).

[0152] The aircraft ascent equation is: F1+ F2+ F3+ F4+F88+F99>FP………………(1-10).

[0153] The aircraft descent equation is: F1+ F2+ F3+ F4+F88+F99<FP………………(1-11).

[0154] The pitch balance equation of the aircraft is also equation (2), the forward pitch equation of the aircraft is also equation (2-1), and the backward pitch equation of the aircraft is also equation (2-2).

[0155] The aircraft roll balance equation is also equation (3), and the aircraft roll equation to the left is also equation (3-1) The equation for the aircraft to roll to the right is also equation (3-2).

[0156] The aircraft heading balance equation is also equation (4): F5*d5= F6*d6…………(4).

[0157] Wherein, the two distances d5 and d6 are equal.

[0158] The equation for turning the aircraft to the left is also equation (4-1), and the equation for turning the aircraft to the right is also equation (4-2).

[0159] From the above description, it can be seen that the added right large propeller 88 and left large propeller 99 only participate in the aircraft's lift control (see equations (1-9), (1-10), and (1-11)), and do not participate in pitch control (see equations (2), (2-1), and (2-3)), and do not participate in roll control (see equations (3), (3-1), and (3-2)). During the heading control process, the right large propeller 88 and the left large propeller 99 maintain their original state (see equations (4), (4-1), and (4-2)).

[0160] Figure 6 The sixth embodiment of Figure 1 The first embodiment has the same control method for pitch, roll and heading, and also has an increased throttle available travel and enhanced crosswind resistance.

[0161] Since the right large propeller 88 and the left large propeller 99 do not participate in manipulating the attitude of the aircraft and do not require high throttle response speed, the right large propeller 88 and the left large propeller 99 can adopt a larger diameter to increase the load capacity of the aircraft. In some embodiments, the right large propeller 88 and the left large propeller 99 are driven by a fuel engine.

[0162] and Figure 1 The same as the first embodiment, the rotation directions of the right front propeller 1, the left rear propeller 2, the left front propeller 3, and the right rear propeller 4 can be set oppositely accordingly. The right front propeller 1 rotates clockwise S, the left rear propeller 2 rotates clockwise S, the left front propeller 3 rotates counterclockwise N, and the right rear propeller 4 rotates counterclockwise N. After changing the rotation direction in this way, the flight principle remains unchanged.

[0163] Figure 7 It consists of an upper figure and a lower figure, the upper figure is a structural diagram of a double-offset vertical tail propeller multi-propeller aircraft according to the seventh embodiment of the present invention, and the lower figure is a flight principle diagram.

[0164] Figure 7 In the upper figure (see the figure below), the fuselage with short fixed wings and the landing gear constitute the fuselage body 45, and the short fixed wing is on the horizontal axis of the fuselage body 45. The right wing beam of the right short fixed wing 61 on the right side of the fuselage body 45 is connected to the right large motor mounting seat 288, and the right large motor mounting seat 288 is connected to the right large motor mounting seat airfoil extension arm 388 below, and the right large motor mounting seat airfoil extension arm 388 is connected to the right large motor 188 at the lower end, and the right large motor 188 is connected to the right large propeller 88 below, and the lift F88 of the right large propeller 88 is vertically upward. The right wing beam of the right large motor mounting seat 288 is connected to the right Y-shaped tee 37, and the right front end of the right Y-shaped tee 37 is connected to the right front arm 31, and the front end of the right front arm 31 is connected to the right front motor mounting seat 21, and the right front motor 11 is connected to the right front propeller 1, and the lift F1 of the right front propeller is vertically upward. The rear end of the right Y-shaped tee 37 is connected to the right rear arm 34, the middle section of the right rear arm 34 is connected to the right rear motor mounting seat 24, the right rear motor mounting seat 24 is connected to the right rear motor 14, the right rear motor 14 is connected to the right rear propeller 4, the lift F4 of the right rear propeller is vertically upward, the rear end of the right rear arm 34 is connected to the right rear offset motor mounting seat 25, the right rear offset motor mounting seat 25 is connected to the right rear offset motor 15, the right rear offset motor 15 is connected to the right rear offset propeller 5, the rotation plane of the right rear offset propeller 5 is perpendicular to the horizontal plane, the normal of the rotation plane is to the right front, and the lift F5 of the right rear offset propeller is to the right front.

[0165] The left wing beam of the left short fixed wing 62 on the left side of the fuselage body 45 is connected to the left large motor mounting seat 299, and the left large motor mounting seat wing extension arm 399 is connected to the left large motor mounting seat wing extension arm 399 below, and the left large motor mounting seat wing extension arm 399 is connected to the left large motor 199 below, and the left large motor 199 is connected to the left large propeller 99 below, and the lift F99 of the left large propeller 99 is vertically upward. The left wing beam of the left large motor mounting seat 299 is connected to the left Y-shaped three-way 38, and the left front end of the left Y-shaped three-way 38 is connected to the left front machine arm 33, and the front end of the left front machine arm 33 is connected to the left front motor mounting seat 23, and the left front motor 13 is connected to the left front propeller 3 on the left front motor 13, and the lift F3 of the left front propeller is vertically upward. The left rear end of the left Y-shaped tee 38 is connected to the left rear arm 32, the middle section of the left rear arm 32 is connected to the left rear motor mounting seat 22, the left rear motor mounting seat 22 is connected to the left rear motor 12, the left rear motor 12 is connected to the left rear propeller 2, the lift F2 of the left rear propeller is vertically upward, the rear end of the left rear arm 32 is connected to the left rear offset motor mounting seat 26, the left rear offset motor mounting seat 26 is connected to the left rear offset motor 16, the left rear offset motor 16 is connected to the left rear offset propeller 6, the rotation plane of the left rear offset propeller 6 is perpendicular to the horizontal plane, the normal of the rotation plane is to the left front, and the lift F6 of the left rear offset propeller is to the left front.

[0166] The tail motor mounting seat 112 at the tail of the fuselage body 45 is connected to the tail motor 111, and the tail motor 111 is connected to the tail propeller 110. The lift F110 of the tail propeller 110 is directed forward.

[0167] Nine electric regulators are connected to nine motors respectively, and a flight controller is connected to the nine electric regulators. The flight controller controls the voltage change of the electric regulators to change the speed of the motors, drive the speed change of the propellers, change the lift of the propellers, and thus control the attitude of the aircraft. This constitutes the double-offset vertical tail propeller multi-propeller aircraft of the seventh embodiment.

[0168] Compare Figure 6 The sixth embodiment of Figure 7 The seventh embodiment is structurally equivalent to the sixth embodiment in that a right short fixed wing 61, a left short fixed wing 62, a tail motor 111, and a tail propeller 110 are added.

[0169] Figure 7In the figure below, the right large propeller 88 and the left large propeller 99 rotate in opposite directions. The figure takes the example that the right large propeller 88 rotates counterclockwise N and the left large propeller 99 rotates clockwise S. When the throttle is the same, the right large propeller 88 and the left large propeller 99 have the same rotation speed, the same lift, and the anti-torque cancels each other out. The line connecting the rotation centers of the right large propeller 88 and the left large propeller 99 overlaps with the horizontal axis X passing through the center of gravity of the aircraft. The distances from the rotation centers of the right large propeller 88 and the left large propeller 99 to the center of gravity of the aircraft are equal. During the entire flight process, the right large propeller 88 and the left large propeller 99 maintain the same throttle, the same rotation speed, the same lift, and the anti-torque cancels each other out. Therefore, the lift changes of the right large propeller 88 and the left large propeller 99 do not affect the pitch, roll and heading of the aircraft.

[0170] The right front propeller 1 rotates counterclockwise N, the left rear propeller 2 rotates counterclockwise N, the left front propeller 3 rotates clockwise S, and the right rear propeller 4 rotates clockwise S. When the throttle is the same, the right front propeller 1, the left rear propeller 2, the left front propeller 3, and the right rear propeller 4 have the same speed, the same lift, and the anti-torque cancels each other out. The steering of the right rear offset propeller 5 is that the bottom blade is forward, and the steering of the left rear offset propeller 6 is that the bottom blade is forward. When the throttle is the same, the right rear offset propeller 5 and the left rear offset propeller 6 have the same speed and the same lift.

[0171] At the same throttle stroke of 50, the lift of the right large propeller 88 and the left large propeller 99 is set to be greater than the sum of the lifts of the right front propeller 1, the left rear propeller 2, the left front propeller 3, and the right rear propeller 4.

[0172] F88+F99>F1+ F2+ F3+ F4………………(5-2).

[0173] The aircraft gravity balance equation is also equation (1-9), and the aircraft ascent equation is also equation (1-10). The aircraft descent equation is also equation (1-11).

[0174] The pitch balance equation of the aircraft is also equation (2), the forward pitch equation of the aircraft is also equation (2-1), and the backward pitch equation of the aircraft is also equation (2-2).

[0175] The aircraft roll balance equation is also equation (3), and the aircraft roll equation to the left is also equation (3-1) The equation for the aircraft to roll to the right is also equation (3-2).

[0176] The balance equation for the aircraft heading is also equation (4). The equation for the aircraft turning left is also equation (4-1), and the equation for the aircraft turning right is also equation (4-2).

[0177] From the above description, it can be seen that the added right large propeller 88 and left large propeller 99 only participate in the aircraft's lift control (see equations (1-9), (1-10), and (1-11)), and do not participate in pitch control (see equations (2), (2-1), and (2-3)), and do not participate in roll control (see equations (3), (3-1), and (3-2)). During the heading control process, the right large propeller 88 and the left large propeller 99 maintain their original state (see equations (4), (4-1), and (4-2)).

[0178] During the process of vertical lifting and hovering of the aircraft, the tail motor 111 does not rotate, and the flight mode at this time is the same as the flight mode of the sixth embodiment. When it is necessary to fly forward, the flight controller controls the tail motor 111 to rotate, and the tail propeller 110 generates a forward lift F110. The lift F110 of the tail propeller 110 drives the aircraft to fly forward. As the flight speed increases, the right short fixed wing 61 generates a lift F61, and the left short fixed wing 62 generates a lift F62. At this time, the aircraft gravity balance equation changes from (1-9) to: F1+ F2+ F3+ F4+F88+F99+ F61+F62>FP………………(1-9-1).

[0179] The aircraft flies upward and forward. When it reaches the required height, the flight controller reduces the lift of the right large propeller 88 and the left large propeller 99, so that (1-9-1) becomes: F1+ F2+ F3+ F4+F88+F99+ F61+F62=FP………………(1-9-2).

[0180] At this time, the aircraft flies forward horizontally. This flying mode reduces the power consumption of the drive motors of the right large propeller 88 and the left large propeller 99 and prolongs the flight time. In some embodiments, the tail motor 111 can be driven by a fuel engine to extend the flight time.

[0181] By turning off the tail motor 111, the tail propeller 110 does not generate lift, and the seventh embodiment returns to the flight mode of the sixth embodiment.

[0182] Figure 7 The seventh embodiment of Figure 6 In the sixth embodiment, the pitch, roll and heading control methods are the same, and the available throttle travel is increased, and the crosswind resistance capability is enhanced.

[0183] Since the right large propeller 88 and the left large propeller 99 do not participate in manipulating the attitude of the aircraft and do not require high throttle response speed, the right large propeller 88 and the left large propeller 99 can adopt a larger diameter to increase the load capacity of the aircraft. In some embodiments, the right large propeller 88 and the left large propeller 99 are driven by a fuel engine.

[0184] and Figure 1 The same as the first embodiment, the rotation directions of the right front propeller 1, the left rear propeller 2, the left front propeller 3, and the right rear propeller 4 can be set oppositely accordingly. The right front propeller 1 rotates clockwise S, the left rear propeller 2 rotates clockwise S, the left front propeller 3 rotates counterclockwise N, and the right rear propeller 4 rotates counterclockwise N. After changing the rotation direction in this way, the flight principle remains unchanged.

[0185] Figure 8 It consists of an upper figure and a lower figure, the upper figure is a structural diagram of a double-offset vertical tail propeller multi-propeller aircraft according to an eighth embodiment of the present invention, and the lower figure is a flight principle diagram.

[0186] Figure 8 In the upper figure (see the figure below), the fuselage with long fixed wings and the landing gear constitute the fuselage body 46, and the long fixed wing is on the horizontal axis of the fuselage body 46. The middle section wing beam of the right long fixed wing 63 on the right side of the fuselage body 46 is connected to the right tilt mechanism 488, and the right tilt mechanism 488 is connected to the right large motor 188 below, and the right large motor 188 is connected to the right large propeller 88 below. In the initial state, the lift F88 of the right large propeller 88 is vertically upward. The right wing beam of the right long fixed wing 63 is connected to the right Y-shaped tee 37, and the right front end of the right Y-shaped tee 37 is connected to the right front arm 31. The front end of the right front arm 31 is connected to the right front motor mounting seat 21, and the right front motor mounting seat 21 is connected to the right front motor 11, and the right front motor 11 is connected to the right front propeller 1. The lift F1 of the right front propeller is vertically upward. The rear end of the right Y-shaped tee 37 is connected to the right rear arm 34, the middle section of the right rear arm 34 is connected to the right rear motor mounting seat 24, the right rear motor mounting seat 24 is connected to the right rear motor 14, the right rear motor 14 is connected to the right rear propeller 4, the lift F4 of the right rear propeller is vertically upward, the rear end of the right rear arm 34 is connected to the right rear offset motor mounting seat 25, the right rear offset motor mounting seat 25 is connected to the right rear offset motor 15, the right rear offset motor 15 is connected to the right rear offset propeller 5, the rotation plane of the right rear offset propeller 5 is perpendicular to the horizontal plane, the normal of the rotation plane is to the right front, and the lift F5 of the right rear offset propeller is to the right front.

[0187] The left tilt mechanism 499 is connected to the middle wing beam of the left long fixed wing 64 on the left side of the fuselage body 46, and the left tilt mechanism 499 is connected to the left large motor 199 below, and the left large motor 199 is connected to the left large propeller 99 below. In the initial state, the lift F99 of the left large propeller 99 is vertically upward. The left wing beam of the left long fixed wing 64 is connected to the left Y-shaped three-way 38, and the left front end of the left Y-shaped three-way 38 is connected to the left front machine arm 33, and the front end of the left front machine arm 33 is connected to the left front motor mounting seat 23, and the left front motor mounting seat 23 is connected to the left front motor 13, and the left front motor 13 is connected to the left front propeller 3, and the lift F3 of the left front propeller is vertically upward. The left rear end of the left Y-shaped tee 38 is connected to the left rear arm 32, the middle section of the left rear arm 32 is connected to the left rear motor mounting seat 22, the left rear motor mounting seat 22 is connected to the left rear motor 12, the left rear motor 12 is connected to the left rear propeller 2, the lift F2 of the left rear propeller is vertically upward, the rear end of the left rear arm 32 is connected to the left rear offset motor mounting seat 26, the left rear offset motor mounting seat 26 is connected to the left rear offset motor 16, the left rear offset motor 16 is connected to the left rear offset propeller 6, the rotation plane of the left rear offset propeller 6 is perpendicular to the horizontal plane, the normal of the rotation plane is to the left front, and the lift F6 of the left rear offset propeller is to the left front.

[0188] Eight electric regulators are respectively connected to eight motors, and a flight controller is connected to the eight electric regulators. The flight controller controls the voltage change of the electric regulators to change the speed of the motors, drive the speed change of the propellers, change the lift of the propellers, and thus control the attitude of the aircraft. The flight controller is connected to two tilt mechanism controllers, which constitutes a dual-offset vertical tail propeller multi-propeller aircraft of the eighth embodiment.

[0189] Compare Figure 8 The eighth embodiment of Figure 6 The sixth embodiment, the eighth embodiment is equivalent to the sixth embodiment in structure, with the addition of a right long fixed wing 63, a left long fixed wing 64, a right tilting mechanism 488, and a left tilting mechanism 499.

[0190] Figure 8 In the figure below, the right large propeller 88 and the left large propeller 99 rotate in opposite directions. The figure takes the example that the right large propeller 88 rotates counterclockwise N and the left large propeller 99 rotates clockwise S. When the throttle is the same, the right large propeller 88 and the left large propeller 99 have the same rotation speed, the same lift, and the anti-torque cancels each other out. The line connecting the rotation centers of the right large propeller 88 and the left large propeller 99 overlaps with the horizontal axis X passing through the center of gravity of the aircraft. The distances from the rotation centers of the right large propeller 88 and the left large propeller 99 to the center of gravity of the aircraft are equal. During the entire flight process, the right large propeller 88 and the left large propeller 99 maintain the same throttle, the same rotation speed, the same lift, and the anti-torque cancels each other out. Therefore, the lift changes of the right large propeller 88 and the left large propeller 99 do not affect the pitch, roll and heading of the aircraft.

[0191] The right front propeller 1 rotates counterclockwise N, the left rear propeller 2 rotates counterclockwise N, the left front propeller 3 rotates clockwise S, and the right rear propeller 4 rotates clockwise S. When the throttle is the same, the right front propeller 1, the left rear propeller 2, the left front propeller 3, and the right rear propeller 4 have the same speed, the same lift, and the anti-torque cancels each other out. The steering of the right rear offset propeller 5 is that the bottom blade is forward, and the steering of the left rear offset propeller 6 is that the bottom blade is forward. When the throttle is the same, the right rear offset propeller 5 and the left rear offset propeller 6 have the same speed and the same lift.

[0192] At the same throttle stroke of 50, the lift of the right large propeller 88 and the left large propeller 99 is set to be greater than the sum of the lifts of the right front propeller 1, the left rear propeller 2, the left front propeller 3, and the right rear propeller 4.

[0193] F88+F99>F1+ F2+ F3+ F4………………(5-2).

[0194] The aircraft gravity balance equation is also equation (1-9), and the aircraft ascent equation is also equation (1-10). The aircraft descent equation is also equation (1-11).

[0195] The pitch balance equation of the aircraft is also equation (2), the forward pitch equation of the aircraft is also equation (2-1), and the backward pitch equation of the aircraft is also equation (2-2).

[0196] The aircraft roll balance equation is also equation (3), and the aircraft roll equation to the left is also equation (3-1) The equation for the aircraft to roll to the right is also equation (3-2).

[0197] The balance equation for the aircraft heading is also equation (4). The equation for the aircraft turning left is also equation (4-1), and the equation for the aircraft turning right is also equation (4-2).

[0198] From the above description, it can be seen that the added right large propeller 88 and left large propeller 99 only participate in the aircraft's lift control (see equations (1-9), (1-10), and (1-11)), and do not participate in pitch control (see equations (2), (2-1), and (2-3)), and do not participate in roll control (see equations (3), (3-1), and (3-2)). During the heading control process, the right large propeller 88 and the left large propeller 99 maintain their original state (see equations (4), (4-1), and (4-2)).

[0199] During the vertical ascent and descent and hovering of the aircraft, the right tilt mechanism 488 and the left tilt mechanism 499 are in the initial state, and the lift F88 of the right large propeller and the lift F99 of the left large propeller are vertically upward. The flight mode at this time is the same as that of the sixth embodiment.

[0200] Figure 8 The eighth embodiment of Figure 6 In the sixth embodiment, the pitch, roll and heading control methods are the same, and the available throttle travel is increased, and the crosswind resistance capability is enhanced.

[0201] Fig. 9 It is a schematic diagram of the fixed-wing flight mode of the multi-propeller aircraft with dual offset vertical tail propellers according to the eighth embodiment of the present invention.

[0202] Fig. 9 When it is necessary to fly forward, the flight controller simultaneously controls the right tilt mechanism 488 and the left tilt mechanism 499 to tilt backward, driving the right large motor 188, the right large propeller 88 and the left large motor 199, the left large propeller 99 to tilt backward, and the lift F88 of the right large propeller and the lift F99 of the left large propeller are transformed from vertically tilted upward to forward and upward, driving the aircraft to fly forward and upward, the right long fixed wing 63 generates lift F63, and the left long fixed wing 64 generates lift F64. At this time, the aircraft gravity balance equation changes from (1-9) to: F1+ F2+ F3+ F4+F88+F99+ F63+F64>FP………………(1-9-3).

[0203] The aircraft flies upward and forward. When it reaches the required height and speed, the flight controller continues to simultaneously manipulate the right tilt mechanism 488 and the left tilt mechanism 499 to tilt backward, driving the right large motor 188, the right large propeller 88 and the left large motor 199, the left large propeller 99 to tilt backward. The lift F88 of the right large propeller and the lift F99 of the left large propeller are transformed from tilting forward and upward to tilting horizontally and forwardly. Formula (1-9-3) becomes: F1+ F2+ F3+ F4+ F63+F64=FP………………(1-9-4).

[0204] The aircraft flies forward horizontally, and the horizontal forward lift of the right large propeller 88 and the left large propeller 99 jointly drives the aircraft to fly forward horizontally. The right long fixed wing 63 and the left long fixed wing 64 provide most of the lift to balance the weight of the aircraft. Since the lift efficiency of the fixed wing is higher than that of the propeller, this flying mode reduces the power consumption of the drive motors of the right large propeller 88 and the left large propeller 99, thereby extending the flight time.

[0205] The flight controller simultaneously controls the right tilt mechanism 488 and the left tilt mechanism 499 to tilt forward, driving the right large motor 188, the right large propeller 88 and the left large motor 199, and the left large propeller 99 to tilt forward. The lift F88 of the right large propeller and the lift F99 of the left large propeller are transformed from horizontal forward tilt to vertical upward, returning to the aircraft. Figure 8 The state shown returns to the vertical takeoff and landing flight mode.

[0206] and Figure 1 The same as the first embodiment, the rotation directions of the right front propeller 1, the left rear propeller 2, the left front propeller 3, and the right rear propeller 4 can be set oppositely accordingly. The right front propeller 1 rotates clockwise S, the left rear propeller 2 rotates clockwise S, the left front propeller 3 rotates counterclockwise N, and the right rear propeller 4 rotates counterclockwise N. After changing the rotation direction in this way, the flight principle remains unchanged.

[0207] Fig.10 It is a schematic diagram of the exploded connection of the main components of a multi-propeller aircraft with dual offset vertical tail propellers according to the first embodiment of the present invention.

[0208] Fig.10 In the embodiment, the fuselage body 41 is formed by connecting carbon fiber plates and angle aluminum 83 (see Fig.11 ), which is fastened by rivets 72, the arm is connected to the fuselage body 41 through a pipe seat 77, a mounting hole 80 is provided on the pipe seat connecting plate 71, and the pipe seat 77 is connected between the upper and lower pipe seat connecting plates 71 and fastened by screws 73. The four pipe seats 77 are respectively connected to the right front, left front, right rear and left rear of the fuselage body 41.

[0209] The left front arm 33 is connected to the tube seat 77 at the left front of the fuselage body 41, and is fastened by screws 73 and positioned by rivets 72 to prevent the left front arm 33 and the tube seat 77 from sliding relative to each other. The installation method of the right front arm 31, the left rear arm 32 and the right rear arm 34 is the same as the installation method of the left front arm 33.

[0210] The left front motor mounting seat 23 is composed of a motor mounting seat reinforcement plate 76, a pipe clamp 79, and a motor connecting plate 81 of the motor mounting seat. The left front motor mounting seat 23 composed of the motor mounting seat reinforcement plate 76, the pipe clamp 79, and the motor connecting plate 81 of the motor mounting seat is fastened to the front end of the left front machine arm 33 by a long screw 74 and a nut 75 (see Figure 1 ), the screw 73 passes through the motor connecting plate 81 of the motor mounting seat from bottom to top to connect the left front motor 13 connected to the left front propeller 3 to the motor connecting plate 81 of the motor mounting seat. The installation method of the right front motor mounting seat 21 is the same as the installation method of the left front motor mounting seat 23.

[0211] The right rear motor mounting seat 24 is composed of a motor mounting seat reinforcement plate 76, a pipe clamp 79, and a motor connecting plate 81 of the motor mounting seat. The right rear motor mounting seat 24 composed of the motor mounting seat reinforcement plate 76, the pipe clamp 79, and the motor connecting plate 81 of the motor mounting seat is fastened to the middle section of the right rear machine arm 34 by a long screw 74 and a nut 75 (see Figure 1 ), the screw 73 passes through the motor connecting plate 81 of the motor mounting seat from bottom to top to connect the right rear motor 14 connected to the right rear propeller 4 to the motor connecting plate 81 of the motor mounting seat. A pipeline hole 78 is provided on the right rear machine arm 34 under the right rear motor mounting seat 24 for the power line, control line, etc. of the right rear motor 14 to pass through. The installation method of the left rear motor mounting seat 22 is the same as the installation method of the right rear motor mounting seat 24.

[0212] Commercially available power systems include power assemblies that connect discrete components such as motor mounts, electric speed controllers, motors, and propellers. A power assembly that connects discrete components such as a right rear offset motor mount 25, a right rear offset motor 15, and a right rear offset propeller 5 is such a power assembly. The right rear offset motor mount 25 is connected to the rear end of the right rear arm 34 and is fastened by screws 73 and positioned with rivets 72 to prevent the right rear arm 34 and the right rear offset motor mount 25 from sliding relative to each other. When installing the right rear offset motor mount 25, make the rotation plane of the right rear offset propeller 5 perpendicular to the horizontal plane, and make the normal of the rotation plane perpendicular to the axis of the right rear arm 34. Since the axis of the right rear arm 34 is toward the right rear, the lift F5 of the right rear offset propeller is toward the right front (see FIG. 2 ). Figure 1 ).

[0213] The installation method of the left rear offset motor mounting seat 26, the left rear offset motor 16, and the left rear offset propeller 6 is the same as the installation method of the right rear offset motor mounting seat 25, the right rear offset motor 15, and the right rear offset propeller 5. When installing the left rear offset motor mounting seat 26, the rotation plane of the left rear offset propeller 6 is perpendicular to the horizontal plane, and the normal line of the rotation plane is perpendicular to the axis of the left rear machine arm 32. Since the axis of the left rear machine arm 32 is toward the left rear, the lift F6 of the left rear offset propeller is toward the left front (see Figure 1 ).

[0214] Fig.11 It is a schematic diagram of the exploded connection of the main components of a multi-propeller aircraft with twin offset vertical tail propellers according to the third embodiment of the present invention.

[0215] Fig.11In the embodiment, the fuselage body 42 with the middle small tower is formed by connecting carbon fiber plates and angle aluminum 83, etc. The top of the middle small tower 27 is the small tower top plate 82, and the small tower top plate 82 is provided with pipeline holes 78 and mounting holes 80 (motor mounting holes, rivet mounting holes, etc.). The screw 73 passes through the small tower top plate 82 from bottom to top, and connects the middle large motor 17 connected with the middle propeller 7 to the small tower top plate 82. The rivet 72 connects the small tower top plate 82 to the angle aluminum 83 at the top of the middle small tower 27, forming the top of the middle small tower 27.

[0216] The connection method between the middle front large motor 18 and the middle front small tower 28 , the connection method between the middle rear large motor 19 and the middle rear small tower 29 , and the connection method between the middle large motor 17 and the middle small tower 27 are the same.

[0217] Fig.12 It is a schematic diagram of the exploded connection of the main components of a multi-propeller aircraft with twin offset vertical tail propellers according to the sixth embodiment of the present invention.

[0218] Fig.12 In the figure, the right Y-shaped tee 37 is provided with a mounting hole 80 and a Y-shaped tee contraction seam 84. The left end of the right Y-shaped tee 37 is connected to the right end of the right cross-machine arm 35, and the screw 73 contracts the Y-shaped tee contraction seam 84 to fasten the right cross-machine arm 35 to the right end of the right cross-machine arm 35, and the rivet is positioned to prevent the right cross-machine arm 35 and the right Y-shaped tee 37 from sliding relative to each other. The connection method of the left cross-machine arm 36 and the left Y-shaped tee 38 is the same as the connection method of the right cross-machine arm 35 and the right Y-shaped tee 37.

[0219] The right front arm 31 is connected to the right front end of the right Y-shaped tee 37, and the screw 73 shrinks the contraction seam 84 of the Y-shaped tee, and the right front arm 31 is fastened to the right front end of the right Y-shaped tee 37, and the rivet is positioned to prevent the right front arm 31 and the right Y-shaped tee 37 from sliding relative to each other. The connection method between the left front arm 33 and the left Y-shaped tee 38 is the same as the connection method between the right front arm 31 and the right Y-shaped tee 37.

[0220] The right rear arm 34 is connected to the right rear end of the right Y-shaped tee 37, and the screw 73 shrinks the Y-shaped tee contraction seam 84, and the right rear arm 34 is fastened to the right rear end of the right Y-shaped tee 37, and the rivet is positioned to prevent the right rear arm 34 and the right Y-shaped tee 37 from sliding relative to each other. The connection method between the left rear arm 32 and the left Y-shaped tee 38 is the same as the connection method between the right rear arm 34 and the left Y-shaped tee 37.

[0221] Fig.13 It is a structural diagram of the tilting mechanism of a multi-propeller aircraft with double offset vertical tail propellers according to the eighth embodiment of the present invention.

[0222] Fig.13 It consists of the upper and lower figures. Fig.13In the above figure, the right tilt mechanism 488 is composed of a swing arm 488-1 of the right tilt mechanism and a fixed arm 488-2 of the right tilt mechanism. In order to show the structure of the fixed arm 488-2 of the right tilt mechanism, the fairing of the fixed arm 488-2 of the right tilt mechanism is hidden (see Figure 8 ).

[0223] Above the fixed arm 488-2 of the right tilt mechanism is the tilt mechanism connecting ear 87, on which a mounting hole 80 and a pipeline hole 78 are provided. The tilt mechanism connecting ear 87 is used to connect the right tilt mechanism 488 to the wing beam of the wing.

[0224] An electric cylinder base connecting ear 91 is arranged at the rear part of the fixed arm 488 - 2 of the right tilt mechanism, a tilt axis 93 is arranged at the lower front part of the fixed arm 488 - 2 of the right tilt mechanism, and the base of the electric cylinder 85 is hinged to the electric cylinder base connecting ear 91 .

[0225] The lower end of the swing arm 488 - 1 of the right tilt mechanism is a motor mounting seat, which is used to connect the right large motor 188 .

[0226] On the right side of the upper end of the swing arm 488-1 of the right tilt mechanism is a connecting ear 92 connected to the telescopic rod of the electric cylinder, and on the left side is a tilt axis connecting ear 93-1.

[0227] The tilt axis connecting ear 93-1 of the swing arm 488-1 of the right tilt mechanism is hinged to the tilt axis 93 of the fixed arm 488-2 of the right tilt mechanism, and the connecting ear 92 of the swing arm 488-1 of the right tilt mechanism, which is connected to the telescopic rod of the electric cylinder, is hinged to the front end of the telescopic rod 86 of the electric cylinder.

[0228] When the telescopic rod 86 of the electric cylinder contracts, the telescopic rod 86 of the electric cylinder pulls the swing arm 488-1 of the right tilt mechanism to swing backward around the tilt axis 93 of the fixed arm 488-2 of the right tilt mechanism, driving the right large propeller 88 under the right large motor 188 to tilt backward, and the lift F88 of the right large propeller to tilt forward.

[0229] When the telescopic rod 86 of the electric cylinder is extended, the telescopic rod 86 of the electric cylinder pushes the swing arm 488-1 of the right tilt mechanism to swing forward around the tilt axis 93 of the fixed arm 488-2 of the right tilt mechanism, driving the right large propeller 88 under the right large motor 188 to tilt forward, and the lift F88 of the right large propeller to tilt backward.

[0230] The flight controller is connected to the tilt mechanism controller, and the tilt mechanism controller is connected to the electric cylinder 85. The flight controller manipulates the tilt mechanism controller to extend or shorten the telescopic rod 86 of the electric cylinder 85 to achieve the forward and backward tilting of the lift F88 of the right large propeller.

[0231] In the initial state, the telescopic rod 86 of the electric cylinder is extended to the longest, the axis of the swing arm 488-1 of the right tilt mechanism is vertical, and the lift F88 of the right large propeller is vertically upward.

[0232] Fig.13 In the figure below, when the telescopic rod 86 of the electric cylinder is retracted to the shortest, the axis of the swing arm 488-1 of the right tilt mechanism is horizontal, and the lift F88 of the right large propeller moves horizontally forward.

[0233] The structure of the left tilting mechanism 499 is the same as that of the right tilting mechanism 488 .

[0234] There are many ways of driving propeller tilting mechanisms on the market. The above-mentioned electric cylinder drive is one of them. Others include hydraulic drive, servo motor, gear set drive, or steering gear drive, etc.

[0235] The landing gears in the drawings of this specification are all sled-type landing gears as examples for the convenience of drawing. In the embodiments, the landing gears may be sled-type landing gears, or four-point column-type landing gears, or four-point wheel-type landing gears, or retractable landing gears, etc.

Claims

1. A multi-propeller aircraft with dual offset vertical tail propellers, wherein the right front part of the fuselage body is connected to the right front arm, the right front motor mounting seat, the right front motor, and the right front propeller are sequentially connected to the front end of the right front arm, the left front part of the fuselage body is connected to the left front arm, the left front motor mounting seat, the left front motor, and the left front propeller are sequentially connected to the front end of the left front arm, the right rear part of the fuselage body is connected to the right rear arm, and the right rear motor mounting seat, the right rear motor, and the right rear propeller are sequentially connected to the middle section of the right rear arm; The left rear part of the fuselage body is connected to the left rear arm, and the left rear motor mounting base, the left rear motor, and the left rear propeller are sequentially connected to the middle section of the left rear arm; The right front propeller and the left rear propeller have the same rotation direction, the left front propeller and the right rear propeller have the same rotation direction, the right front propeller and the left front propeller have opposite rotation directions, the lift of the right front propeller, the left front propeller, the right rear propeller, and the left rear propeller is vertically upward, and when the throttle is the same, the lift of the right front propeller, the left front propeller, the right rear propeller, and the left rear propeller is the same, and the feature is that: the right rear offset motor mounting seat, the right rear offset motor, and the right rear offset propeller are sequentially connected to the rear end of the right rear machine arm, and the left rear offset motor is sequentially connected to the rear end of the right rear machine arm. The motor mounting seat, the left rear offset motor, and the left rear offset propeller are sequentially connected to the rear end of the left rear arm. The rotation plane of the right rear offset propeller is perpendicular to the horizontal plane, and the lift of the right rear offset propeller is toward the right front. The rotation plane of the left rear offset propeller is perpendicular to the horizontal plane, and the lift of the left rear offset propeller is toward the left front. When the throttle is the same, the lift of the right rear offset propeller and the left rear offset propeller are the same. The lift differential of the right rear offset propeller and the left rear offset propeller controls the heading of the aircraft, but does not participate in controlling the pitch and roll of the aircraft. The lift differential of the right front propeller, the left front propeller, the right rear propeller, and the left rear propeller controls the pitch of the aircraft, the lift differential of the right front propeller, the right rear propeller, the left front propeller, and the left rear propeller controls the roll of the aircraft, the right front propeller, the left front propeller, the right rear propeller, and the left rear propeller do not participate in controlling the heading of the aircraft, the available motor throttle stroke of the right front propeller, the left front propeller, the right rear propeller, and the left rear propeller for controlling the pitch and roll is increased, and the available motor throttle stroke of the right rear offset propeller and the left rear offset propeller for controlling the heading is increased, thereby improving the aircraft's ability to resist crosswinds.

2. The dual offset vertical tail propeller multi-propeller aircraft according to claim 1, characterized in that: The top of the middle small tower of the fuselage body is connected to the middle large motor, and the middle large motor is connected to the middle large propeller. The right front propeller, the left front propeller, the right rear propeller, and the left rear propeller have the same rotation direction and are opposite to the direction of the middle large propeller. When the middle large propeller rotates counterclockwise, the right rear arm is set to be slightly longer than the left rear arm. When the middle large propeller rotates clockwise, the left rear arm is set to be slightly longer than the right rear arm. The middle large propeller provides most of the lift of the aircraft. The lift of the middle large propeller does not participate in the pitch, roll and heading control of the aircraft. In the process of controlling the pitch of the aircraft by the lift differential of the right front propeller, the left front propeller, the right rear propeller, and the left rear propeller, controlling the roll of the aircraft by the lift differential of the right front propeller, the right rear propeller, the left front propeller, and the left rear propeller, and controlling the heading of the aircraft by the lift differential of the right rear offset propeller and the left rear offset propeller, the lift of the middle large propeller remains in its original state. The middle large propeller is driven by an electric motor or a fuel engine. When the middle large propeller is installed, the lift of the middle large propeller is directed vertically upward or slightly tilted forward.

3. The dual offset vertical tail propeller multi-propeller aircraft according to claim 1, characterized in that: The top of the middle-front small tower of the fuselage body is connected to the middle-front large motor, and the middle-front large motor is connected to the middle-front large propeller. The top of the middle-rear small tower of the fuselage body is connected to the middle-rear large motor, and the middle-rear large motor is connected to the middle-rear large propeller. The rotation directions of the middle-front large propeller and the middle-rear large propeller are opposite. When the throttle is the same, the lift is the same, and the anti-torque cancels each other out. The middle-front large propeller and the middle-rear large propeller provide most of the lift of the aircraft. The rotating surfaces of the middle-front large propeller and the middle-rear large propeller partially overlap, and the lift of the middle-front large propeller and the middle-rear large propeller does not participate in the pitch and roll of the aircraft. and heading control, in the process of controlling the pitch of the aircraft by the lift differential of the right front propeller, the left front propeller, the right rear propeller, and the left rear propeller, controlling the roll of the aircraft by the lift differential of the right front propeller, the right rear propeller, the left front propeller, and the left rear propeller, and controlling the heading of the aircraft by the lift differential of the right rear offset propeller and the left rear offset propeller, the lift of the middle-front large propeller and the middle-rear large propeller remain in the original state. When installing the middle-front large propeller and the middle-rear large propeller, make their lift vertically upward or slightly inclined forward.

4. The dual offset vertical tail propeller multi-propeller aircraft according to claim 1, characterized in that: The middle section of the right horizontal arm of the fuselage body is connected to the right large motor mounting seat, the right large motor is connected to the right large motor, and the right large motor is connected to the right large propeller. The middle section of the left horizontal arm of the fuselage body is connected to the left large motor mounting seat, the left large motor mounting seat is connected to the left large motor, and the left large motor is connected to the left large propeller. The right end of the right horizontal arm is connected to the right Y-shaped tee, the right front end of the right Y-shaped tee is connected to the right front arm, the front end of the right front arm is sequentially connected to the right front motor mounting seat, the right front motor, and the right front propeller. The right rear end of the right Y-shaped tee is connected to the right rear arm, and the middle section of the right rear arm is sequentially connected to the right rear motor mounting seat. The rear end of the right rear machine arm is connected to the right rear offset motor mounting seat, the right rear offset motor, and the right rear offset propeller in sequence; the left end of the left horizontal machine arm is connected to the left Y-shaped tee, the left front end of the left Y-shaped tee is connected to the left front machine arm, the front end of the left front machine arm is connected to the left front motor mounting seat, the left front motor, and the left front propeller in sequence, the left rear end of the left Y-shaped tee is connected to the left rear machine arm, the middle section of the left rear machine arm is connected to the left rear motor mounting seat, the left rear motor, and the left rear propeller in sequence, and the rear end of the left rear machine arm is connected to the left rear offset motor mounting seat, the left rear offset motor, and the left rear offset propeller in sequence; The right large propeller and the left large propeller rotate in opposite directions. When the throttle is the same, the lift is the same and the anti-torque cancels each other out. The right large propeller and the left large propeller provide most of the lift of the aircraft. The lift of the right large propeller and the left large propeller does not participate in the control of the pitch, roll and heading of the aircraft. In the process of controlling the pitch of the aircraft by the lift differential of the right front propeller, the left front propeller and the right rear propeller, the roll of the aircraft by the lift differential of the right front propeller, the right rear propeller and the left front propeller, and the heading of the aircraft by the lift differential of the right rear offset propeller and the left rear offset propeller, the lift of the right large propeller and the left large propeller remain in the original state.

5. The dual offset vertical tail propeller multi-propeller aircraft according to claim 4, characterized in that: The right wing beam of the right short fixed wing of the fuselage body is connected to the right large motor mounting seat, the right large motor mounting seat is connected to the right large motor mounting seat wing extension arm below, the right large motor mounting seat wing extension arm is connected to the right large motor, and the right large motor is connected to the right large propeller below. The left wing beam of the left short fixed wing of the fuselage body is connected to the left large motor mounting seat, the left large motor mounting seat is connected to the left large motor mounting seat wing extension arm below, the left large motor mounting seat wing extension arm is connected to the left large motor, and the left large motor is connected to the left large propeller below. The right large propeller and the left large propeller rotate in opposite directions. When the throttle is the same, the lift is the same, and the anti-torque cancels each other out. The right large propeller and the left large propeller provide most of the lift of the aircraft. The lift of the right large propeller and the left large propeller does not participate in the pitch, roll and heading manipulation of the aircraft. The right front propeller, the left front propeller and the right rear propeller The pitch of the aircraft is controlled by the lift differential of the right front propeller, the right rear propeller, the left front propeller and the left rear propeller, and the roll of the aircraft is controlled by the lift differential of the right front propeller, the right rear propeller, the left front propeller and the left rear propeller. In the process of controlling the heading of the aircraft by the lift differential of the right rear offset propeller and the left rear offset propeller, the lift of the right large propeller and the left large propeller remains in the original state; the tail of the fuselage body is connected to the tail motor mounting seat, the tail motor mounting seat is connected to the tail motor, the tail motor is connected to the tail propeller, the lift of the tail propeller is forward, and during the vertical ascent and descent and hovering of the aircraft, the lift of the tail propeller is zero. When the aircraft flies forward, the lift of the tail propeller drives the aircraft to fly forward, so that the left and right short fixed wings generate lift, reducing the lift of the right large propeller and the left large propeller, reducing the power demand of the right large motor and the left large motor, and improving the flight time of the aircraft.

6. The dual offset vertical tail propeller multi-propeller aircraft according to claim 5, characterized in that: The right wing beam of the right long fixed wing of the fuselage body is connected to the right tilt mechanism, which is connected to the right large motor, and the right large motor is connected to the right large propeller. The left wing beam of the left long fixed wing of the fuselage body is connected to the left tilt mechanism, which is connected to the left large motor, and the left large propeller is connected to the left large motor. The right and left large propellers rotate in opposite directions. When the throttles are the same, the lift is the same, and the anti-torques cancel each other out. The right and left large propellers provide most of the lift of the aircraft. The lift of the right and left large propellers does not participate in the pitch, roll and heading manipulation of the aircraft. In the right front propeller , the pitch of the aircraft is controlled by the lift differential of the left front propeller, the right rear propeller, and the left rear propeller, the roll of the aircraft is controlled by the lift differential of the right front propeller, the right rear propeller, the left front propeller, and the left rear propeller, and the heading of the aircraft is controlled by the lift differential of the right rear offset propeller and the left rear offset propeller, the lift of the right large propeller and the left large propeller remain in the original state; in the initial state, the right tilt-turn mechanism makes the lift of the right large propeller vertically upward, and the left tilt-turn mechanism makes the lift of the left large propeller vertically upward, and in the process of vertical ascent and descent and hovering of the aircraft, the right tilt-turn mechanism and the left tilt-turn mechanism remain in the initial state; When the aircraft flies forward, the right tilt-turn mechanism makes the lift of the right large propeller move horizontally forward, and the left tilt-turn mechanism makes the lift of the left large propeller move horizontally forward. The lift of the right and left large propellers drives the aircraft to fly forward, making the left and right long fixed wings generate lift. The efficiency of the left and right long fixed wings in generating lift is high, and the power demand of the right large motor and the left large motor is reduced, thereby increasing the flight time of the aircraft.

7. The dual offset vertical tail propeller multi-propeller aircraft according to claim 2, characterized in that: When the steering sensitivity of the aircraft is not required to be high, when the large middle propeller rotates counterclockwise, the left rear offset propeller is cancelled and the right rear offset propeller is retained. The lift change of the right rear offset propeller controls the heading of the aircraft. When the large middle propeller rotates clockwise, the right rear offset propeller is cancelled and the left rear offset propeller is retained. The lift change of the left rear offset propeller controls the heading of the aircraft.

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