Composite vector power omnidirectional aircraft and control method thereof

Abstract

The invention provides a composite vector power omni-directional aircraft which comprises an aircraft body, an undercarriage, electronic equipment and a plurality of composite tilting rotor sets, the undercarriage, the electronic equipment and the composite tilting rotor sets are mounted on the aircraft body, and each composite tilting rotor set comprises an annular rolling tilting structure, a steering wheel, a steering engine, a steering engine seat, a bearing, a bearing seat, a pitching tilting mechanism, a tilting shaft, a carbon tube and a tube clamp. One end of the annular rolling and tilting structure is coaxially matched with the steering engine through the steering wheel, the other end of the annular rolling and tilting structure is of a protruding hollow shaft structure, the hollow shaft structure penetrates through a bearing in the bearing seat and is coaxially matched with the bearing, and the steering engine drives the annular rolling and tilting structure to rotate around the hollow shaft. The control logic is simple, meanwhile, the situation that the rotors incline to generate confrontation acting force is avoided, the rotors provide lift force for the aircraft as sufficiently as possible, the problems of power counteracting and power redundancy are solved fundamentally, energy loss is reduced, and the endurance time is prolonged.

Description

Technical Field

[0001] The invention relates to the field of aviation technology, in particular to a composite vector-powered omnidirectional aircraft and a control method thereof. Background Art

[0002] In recent years, with the development and maturity of drone technology, the application scenarios of drones have been continuously expanded, such as strong wind environment tasks, narrow and complex space tasks, automatic inspection tasks, aerial operation tasks, vertical wall tasks, multi-directional tasks, etc. The diverse application scenarios and working environments have put forward higher requirements for the performance of drones. In addition to the ability to hover stably, drones are also required to have higher anti-interference ability and air physical interaction ability. At present, the rotors of most conventional multi-rotor unmanned aerial vehicles are arranged in the same horizontal plane, with the same rotor orientation, generating a single-direction thrust. Although the structure is simple, reliable and easy to maintain, it has strongly coupled position and attitude dynamic characteristics, that is, the position change of the aircraft must be achieved by tilting the fuselage to provide a horizontal component, and it is difficult to ensure that the position remains unchanged while the fuselage is tilted, and omnidirectional flight cannot be achieved, which greatly limits the maneuverability of the aircraft to change its attitude and the stability of maintaining attitude and position in interference. In order to solve the above problems, it is necessary to design a multi-rotor aircraft with position and attitude dynamics decoupled. There are now omnidirectional aircraft solutions that can achieve six-degree-of-freedom independent control, which can be roughly divided into fixed tilt and variable tilt solutions.

[0003] The fixed tilting scheme usually arranges symmetrically distributed rotors with different fixed orientations in a vertical plane, thereby generating forces and torques in multiple directions. It generates the combined force of the three degrees of freedom of the fuselage and the combined torque of the three degrees of freedom by cooperatively controlling the rotation speed of each rotor. At present, there are some fixed tilting scheme aircraft that can achieve omnidirectional flight, such as fixed tilt six-rotor aircraft, cubic omnidirectional eight-rotor aircraft, and stick-shaped eight-rotor aircraft. The fixed tilting scheme has simple control logic and stable structure, but there is an inevitable power cancellation problem between asymmetric motors, resulting in low flight efficiency and short endurance. In addition, in order to achieve full drive of six-degree-of-freedom movement, the fixed tilting scheme theoretically requires at least six motors in different orientations. However, literature shows that at least seven motors are required to achieve stable omnidirectional control, which further aggravates power consumption.

[0004] The variable tilt scheme changes the direction of the rotor by adding additional actuators, so that each rotor can generate vector thrust within a certain range. By collaboratively controlling the direction and speed of the rotor, the resultant force of the three degrees of freedom of the fuselage and the resultant torque of the three degrees of freedom are generated. Most of the existing variable tilt schemes add tilt servos to the rotors on the basis of traditional quadcopters or hexarotors, such as variable tilt quadcopters, parallel linkage quadcopters, and variable tilt hexarotors. These variable tilt schemes can achieve flexible control of six degrees of freedom, but due to structural limitations, the controllable angle is small, there is power cancellation and power redundancy, and the mechanical structure is complex. For multi-rotor platforms that are inherently underdriven, such as quadcopters, a single-axis or dual-axis tilt mechanism is usually added to each rotor to make it an overdriven system. However, the former often lacks the ability to change the attitude of the tilt axis, and the latter has mechanical structural limitations in existing designs and can only achieve attitude changes with limited angles. For systems that are fully driven or overdriven, such as hexarotors, a relatively successful design is the single-axis tilting hexarotor omnidirectional aircraft Voliro, each of which can achieve 360-degree tilting around the arm axis, using 6 motors and 6 servos for a total of 12 actuators. When this aircraft flies near the horizontal attitude, all power groups can fully provide lift for the aircraft, and the efficiency is relatively high. However, since the six motors can only tilt around a single axis, when the fuselage attitude is tilted at a large angle, there is a large power offset on both sides of the fuselage. Even when hovering at a 90° roll angle, only the front and rear power groups can provide vertical thrust, resulting in power offset, power redundancy, energy loss and shortened flight time. Summary of the invention

[0005] In order to solve the problems of the prior art, the present invention provides a compound vector-powered omnidirectional aircraft and a control method thereof. Each compound tilt-rotor group of the aircraft has two independent degrees of freedom of roll and pitch. When hovering, the movement of the rotor group mechanism is mapped to the changes in the roll and pitch attitude of the fuselage. The control logic is simple and at the same time, the mutual antagonistic forces generated by the rotor tilt are avoided, so that the rotor can provide lift for the aircraft as fully as possible, fundamentally solving the problems of power offset and power redundancy, reducing energy loss and extending the flight time.

[0006] The present invention provides a composite vector-powered omnidirectional aircraft, comprising a fuselage and a landing gear, electronic equipment, and a plurality of composite tilt-rotor groups mounted on the fuselage, wherein the composite tilt-rotor group comprises an annular roll-tilt structure, a steering wheel, a servo, a servo seat, a bearing, a bearing seat, a pitch-tilt mechanism, a tilt axis, a carbon tube, and a tube clamp, wherein the servo is mounted in the servo seat, and the servo seat is fixedly connected to the fuselage; the bearing is mounted in the bearing seat, and the bearing seat is fixedly connected to the fuselage; one end of the annular roll-tilt structure is coaxially matched with the servo through the steering wheel, and the other end is a protruding hollow shaft structure, which passes through the bearing in the bearing seat and is coaxially matched with the bearing, and the servo drives the annular roll-tilt structure to rotate around the hollow shaft; the tilt axis is interference-matched with the tube clamp, and the tube clamp is mounted on the annular roll-tilt structure; The pitch tilt mechanism comprises a brushless motor, a motor seat, a propeller, a propeller clamp, a second servo, a second steering wheel, a moving gear, a fixed gear, a second bearing, a base, two brackets, and a second bearing seat, wherein the propeller is coaxially mounted on the brushless motor and the propeller is fastened to the brushless motor through the propeller clamp; the brushless motor is mounted on the motor seat, and the motor seat, the two brackets and the base form a frame structure; two bearings are mounted in the second bearing seat, and the outer ring of the bearing is interference fit with the hole of the bearing seat; the tilt shaft in the composite tilt-rotor group passes through the brackets respectively. The frame, the second bearing seat, the second bearing, the fixed gear, the second bearing, the second bearing seat, and the bracket are coaxially matched, wherein the inner ring of the bearing and the fixed gear are respectively bonded and fixed to the tilt axis by glue, and at this time, the axial displacement of the entire pitch and tilt mechanism on the tilt axis is restricted; the steering gear is fixedly installed on a bracket, the steering gear spline is coaxially matched with the steering plate, the steering plate is coaxially matched with the moving gear, and screws are used to tighten; the moving gear is meshed with the fixed gear, and the moving gear is directly driven by the steering gear, thereby driving the entire pitch and tilt mechanism to rotate relative to the tilt axis.

[0007] Further improvement, the fuselage includes an upper plate, a lower plate, a partition and an aluminum column, the upper plate and the lower plate are supported by the partition and the aluminum column, and the various structures in the fuselage are arranged symmetrically; the partition and the upper plate and the lower plate are fixed by mortise and tenon joints, and the aluminum column is fixed and installed by screws passing through corresponding holes in the upper and lower plates.

[0008] As a further improvement, the upper plate, the lower plate and the partition plate in the fuselage are all formed by milling and cutting of carbon fiber plates.

[0009] As a further improvement, in the composite tilt-rotor assembly, the servo seat and the bearing seat are fixed to corresponding connecting holes of the fuselage by means of threaded screws and fastened with the spring gasket.

[0010] As a further improvement, in the annular roll and tilt structure, the steering wheel and the servo are matched with each other through splines on the servo, and screws are then passed through the annular roll and tilt structure to fasten the steering wheel and the servo.

[0011] As a further improvement, in the annular roll and tilt structure, one end of the bearing is coaxially matched with the hollow shaft structure of the annular roll and tilt joint, and the other end is equipped with a bearing gasket for limiting the axial displacement of the annular tilt structure.

[0012] As a further improvement, in the annular rolling and tilting structure, the carbon tube passes through the hollow shaft structure and is bonded and reinforced with glue.

[0013] According to further improvements, the electronic equipment includes a flight controller, an electronic speed regulator, a power battery, a power module, a receiver, and an airborne GPS; the flight controller is used to automatically control the stable flight of the aircraft and output processed position and attitude signals; the electronic speed regulator is used to power the brushless motor and adjust the speed; the power battery is used to power the power system and control system of the entire aircraft; the power module is used to measure the voltage and current of the battery and power the flight controller; the receiver is used to receive signals from the remote control; the airborne GPS is used to receive GPS satellite information and provide positioning and navigation information for the aircraft.

[0014] The present invention also provides a control method for a composite vector-powered omnidirectional aircraft, which can achieve omnidirectional dynamic decoupling of six degrees of freedom. Specifically, it can change the attitude angle of the aircraft body by tilting when the aircraft is fixed, and it can also change the speed and position of the aircraft in three-dimensional space while keeping the attitude angle of the aircraft unchanged. The attitude angle is an omnidirectional arbitrary angle, including roll angle, pitch angle and yaw angle, which can realize the hovering and flying of the aircraft in any attitude. The aircraft uses 12 actuators to achieve independent control of 6 degrees of freedom, including 4 rotor brushless motors, 4 roll servos and 4 pitch servos. The 6 degrees of freedom of movement are forward and backward movement, lateral movement, lifting movement, rolling movement, pitch movement and yaw movement.

[0015] The present invention specifically includes the following decoupling control strategies on six degrees of freedom: Forward and backward movement: The four pitch servos simultaneously tilt forward (or backward) to change the angle to provide longitudinal horizontal force, and appropriately increase the rotor speed to ensure lift; Lateral movement: The four roll servos simultaneously tilt to the left (or right) to change the angle to provide lateral horizontal force, and appropriately increase the rotor speed to ensure lift; Lifting motion: Changing the rotation speed of the four rotors at the same time to generate acceleration in the vertical direction, thereby achieving lifting and lowering; Rolling motion: The four rotors remain nearly vertical, and the roll servos tilt to the left (or right) at the same time to change the roll angle of the fuselage. At the same time, the four rotors change the speed through control distribution to assist in attitude change and control the angular acceleration of the fuselage. Pitch motion: The four rotors remain nearly vertical, and the pitch servos tilt forward (or backward) at the same time to change the pitch angle of the fuselage. At the same time, the four rotors change the speed through control distribution to assist in attitude change and control the angular acceleration of the fuselage; Yaw motion: The four rotors generate vertical torque by differential speed.

[0016] The beneficial effects of the present invention are: 1. Each compound tilt-rotor group of the aircraft has two independent degrees of freedom of roll and pitch. When hovering, the movement of the rotor group mechanism is mapped to the changes in the roll and pitch attitude of the fuselage. The control logic is simple and at the same time, the rotor tilts are prevented from generating opposing forces against each other, so that the rotors can provide lift for the aircraft as fully as possible, fundamentally solving the problems of power offset and power redundancy, reducing energy loss and extending flight time.

[0017] 2. Each compound tilt-rotor group of the aircraft enables the rotor inside to point in any direction, thereby independently providing force and torque in any direction in the true sense, solving the problem of limited controllable attitude angle caused by the mechanical structure limitations of existing omnidirectional aircraft, and being able to achieve hovering at any large angle.

[0018] 3. The dynamic decoupling control of six-degree-of-freedom omnidirectional position and attitude is realized, making the aircraft more anti-interference and maneuverable.

[0019] 4. The aircraft described in the present invention is suitable for application scenarios such as strong wind interference flight, narrow space passage, tilted fuselage shooting, fire-fighting variable posture spraying, multi-directional spraying tasks, inspection and maintenance tasks, vertical wall tasks, aerial manipulation tasks, and aerial docking tasks. It has strong maneuverability, environmental interactivity, adaptability to complex spaces and complex application scenarios, has significant advantages in specific mission scenarios, and has broad application prospects. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings required for use in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0021] Figure 1 It is a perspective view of the overall appearance of the composite vector-powered omnidirectional aircraft of the present invention; Figure 2 It is a side view and a front view of the composite vector-powered omnidirectional aircraft of the present invention; Figure 3 It is a structural diagram of a composite tilt-rotor group of a composite vector-powered omnidirectional aircraft of the present invention; Figure 4It is a pitch and tilt mechanism diagram of the composite vector powered omnidirectional aircraft of the present invention; Figure 5 It is a schematic diagram of electronic equipment connection of the composite vector powered omnidirectional aircraft of the present invention. DETAILED DESCRIPTION

[0022] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0023] The present invention provides a novel vector thrust omnidirectional aircraft, comprising a fuselage 1, four composite tilt-rotor assemblies 2, a landing gear 3, and electronic equipment 4. Figure 1 and Figure 2 shown.

[0024] The fuselage 1 includes an upper plate 101, a lower plate 102, a partition 103, an aluminum column 104, a screw 105, etc. The upper plate 101 and the lower plate 102 are supported by the partition 103 and the aluminum column 104, which are symmetrically arranged. The partition 103 is fixed to the upper plate 101 and the lower plate 102 by mortise and tenon joints, and the aluminum column 104 is fixed and installed by the screw 105 through the corresponding holes of the upper and lower plates. After the above parts are assembled, the fuselage body is formed. The upper and lower plates and the partition are milled and cut from carbon fiber plates.

[0025] The composite tilt-rotor assembly 2 includes an annular roll-tilt structure 201, a steering wheel 202, a steering gear 203, a steering gear seat 204, a bearing 205, a bearing seat 206, a bearing gasket 207, a pitch-tilt mechanism 208, a tilt axis 209, a carbon tube 210, a pipe clamp 211, a second screw 212, a nut 213, a sub-screw 214, a spring gasket 215, etc. The steering gear 203 is installed in the steering gear seat 204. The sub-screw 214 passes through the mounting hole of the steering gear seat 204, is fixed through the corresponding connection hole of the fuselage, and is fastened with the spring gasket 215. The bearing 205 is installed in the bearing seat 206. The sub-screw 214 passes through the mounting hole of the bearing seat 206, is fixed through the corresponding connection hole of the fuselage, and is fastened with the spring gasket 215. The annular roll-tilt structure 201 has two ends to cooperate with other parts. One end thereof is coaxially matched with the steering gear 203 through the steering disc 202, wherein the steering disc 202 and the steering gear 203 are matched through the spline on the steering gear, and then the screw 212 is used to pass through the annular roll and tilt structure 201, the steering disc 202 and the steering gear 203 for fastening. The hollow shaft structure protruding from the other end passes through the bearing 205 in the bearing seat 206, and is coaxially matched with the bearing, and a bearing gasket 207 is installed on the other side of the bearing to limit the axial displacement of the annular tilt structure 201. The annular roll and tilt structure 201 is driven by the steering gear 203 to rotate around the axis. The carbon tube 210 passes through the hollow shaft structure and is reinforced by gluing. The tilt shaft 209 is interference-fitted with the pipe clamp 211 through the screw 212 and the nut 213, and the pipe clamp is installed on the annular roll and tilt structure 201 through the sub-screw 214.

[0026] The pitch and tilt mechanism 201 in the compound tilt-rotor group 2 includes a brushless motor 301, a motor seat 302, a propeller 303, a propeller clamp 304, a third screw 305, a second screw 306, a second servo 307, a second steering wheel 308, a moving gear 309, a fixed gear 310, a second bearing 311, a base 312, a bracket 313, a second bearing seat 314, etc. The propeller 303 is coaxially mounted on the brushless motor 301, and the propeller and the brushless motor are fastened together by the propeller clamp 304. The brushless motor 301 is mounted on the motor seat 302 by the third screw 305. The motor seat 302, the two brackets 313 and the base 312 form a frame structure, and the second screw 306 is installed and fixed through the respective mounting holes. The two second bearings 311 are respectively rotated in the two second bearing seats 314 of the shaft, and the outer ring of the second bearing is interference fit with the hole of the second bearing seat. The tilt shaft 209 in the compound tilt rotor group 2 passes through the bracket 313, the second bearing seat 314, the second bearing 311, the fixed gear 310, the bearing 311, the second bearing seat 314, and the bracket 313 for coaxial matching, wherein the inner ring of the second bearing 311 and the fixed gear 310 are respectively bonded and fixed to the tilt shaft 209 by glue, and the axial displacement of the entire pitch tilt mechanism 201 on the tilt shaft 209 is limited. The second steering gear 307 is installed on one of the brackets through the third screw 305 and the nut, and the second steering gear spline is coaxially matched with the second steering disc 308, and the second steering disc is coaxially matched with the moving gear 309 and fastened with the third screw 305. The moving gear 309 is meshed with the fixed gear 310, and the second steering gear directly drives the moving gear. Since the relative position of the fixed gear is fixed, the entire pitch tilt mechanism 201 rotates relative to the tilt shaft 209, and finally the direction of the brushless motor changes in the radial plane of the tilt shaft.

[0027] The electronic device 4 includes a flight controller 401, an electronic speed regulator 402, a power battery 403, a power module 404, a receiver 405, an onboard GPS 406, etc. The flight controller 401 is used to automatically control the stable flight of the aircraft and output processed position and attitude signals. The electronic speed regulator 402 is used to power the brushless motor and adjust the speed. The power battery 403 is used to power the power system and control system of the entire aircraft. The power module 404 is used to measure the voltage and current of the battery and to power the flight controller. The receiver 405 is used to receive signals from the remote controller. The onboard GPS 406 is used to receive GPS satellite information and provide positioning and navigation information for the aircraft.

[0028] The present invention also provides a flight control method for a composite vector-powered omnidirectional aircraft. The main feature of the aircraft of the present invention is that it can achieve six-degree-of-freedom omnidirectional dynamic decoupling. Specifically, it can change the attitude angle of the fuselage by tilting when the aircraft is fixed, and it can also change the speed and position of the aircraft in three-dimensional space while keeping the attitude angle of the aircraft unchanged. The attitude angle is an omnidirectional arbitrary angle, including roll angle, pitch angle and yaw angle, which can realize the hovering and flying of the aircraft in any attitude. The aircraft uses 12 actuators to achieve independent control of 6 degrees of freedom, including 4 rotor brushless motors, 4 roll servos and 4 pitch servos. The 6 degrees of freedom of movement are forward and backward movement, lateral movement, lifting movement, rolling movement, pitch movement and yaw movement.

[0029] The decoupling control strategy of the aircraft in 6 degrees of freedom is as follows. Forward and backward movement: the four pitch servos tilt forward (or backward) at the same time to change the angle to provide a longitudinal horizontal component, and appropriately increase the rotor speed to ensure lift; Lateral movement: the four roll servos tilt left (or right) at the same time to change the angle to provide a lateral horizontal component, and appropriately increase the rotor speed to ensure lift; Lifting movement: the speed of the four rotors is changed at the same time to generate acceleration in the vertical direction, thereby achieving lifting and lowering; Rolling movement: the four rotors remain close to vertical, and the roll servos tilt left (or right) at the same time to change the roll angle of the fuselage. At the same time, the four rotors change the speed by controlling the distribution to assist in changing the attitude and control the angular acceleration of the fuselage; Pitching movement: the four rotors remain close to vertical, and the pitch servos tilt forward (or backward) at the same time to change the pitch angle of the fuselage. At the same time, the four rotors change the speed by controlling the distribution to assist in changing the attitude and control the angular acceleration of the fuselage; Yaw movement: the four rotor differentials generate vertical torque.

[0030] Each embodiment in this specification is described in a progressive manner, and the same or similar parts between the embodiments can be referred to each other, and each embodiment focuses on the differences from other embodiments. In particular, for the device embodiment, the above is only a preferred embodiment of the present invention. Since it is basically similar to the method embodiment, the description is relatively simple, and the relevant parts can be referred to the partial description of the method embodiment. The above is only a specific embodiment of the present invention, but the protection scope of the present invention is not limited to this. Any technician familiar with the technical field is within the technical scope disclosed by the present invention. For ordinary technicians in the technical field, changes or replacements that can be easily thought of should be covered within the protection scope of the present invention without departing from the principle of the present invention. Therefore, the protection scope of the present invention should be based on the protection scope of the claims.

Claims

1. A compound vector-powered omnidirectional aircraft, comprising a fuselage, a landing gear mounted on the fuselage, electronic equipment, and a plurality of compound tilt-rotor assemblies, characterized in that: The composite tilt-rotor assembly comprises an annular roll-tilt structure, a steering disc, a servo, a servo seat, a bearing, a bearing seat, a pitch-tilt mechanism, a tilt shaft, a carbon tube and a tube clamp, wherein the servo is installed in the servo seat, and the servo seat is fixedly connected to the fuselage; the bearing is installed in the bearing seat, and the bearing seat is fixedly connected to the fuselage; one end of the annular roll-tilt structure is coaxially matched with the servo through the steering disc, and the other end is a protruding hollow shaft structure, the hollow shaft structure passes through the bearing in the bearing seat, and is coaxially matched with the bearing, and the servo drives the annular roll-tilt structure to rotate around the hollow shaft; the tilt shaft is interference-fitted with the tube clamp, and the tube clamp is installed on the annular roll-tilt structure; The pitch tilt mechanism comprises a brushless motor, a motor seat, a propeller, a propeller clamp, a second servo, a second steering wheel, a moving gear, a fixed gear, a second bearing, a base, two brackets, and a second bearing seat, wherein the propeller is coaxially mounted on the brushless motor and the propeller is fastened to the brushless motor through the propeller clamp; the brushless motor is mounted on the motor seat, and the motor seat, the two brackets and the base form a frame structure; two bearings are mounted in the second bearing seat, and the outer ring of the bearing is interference fit with the hole of the bearing seat; the tilt shaft in the composite tilt-rotor group passes through the brackets respectively. The frame, the second bearing seat, the second bearing, the fixed gear, the second bearing, the second bearing seat, and the bracket are coaxially matched, wherein the inner ring of the bearing and the fixed gear are respectively bonded and fixed to the tilt axis by glue, and at this time, the axial displacement of the entire pitch and tilt mechanism on the tilt axis is restricted; the steering gear is fixedly installed on a bracket, the steering gear spline is coaxially matched with the steering plate, the steering plate is coaxially matched with the moving gear, and screws are used to tighten; the moving gear is meshed with the fixed gear, and the moving gear is directly driven by the steering gear, thereby driving the entire pitch and tilt mechanism to rotate relative to the tilt axis.

2. The composite vector powered omnidirectional aircraft according to claim 1, characterized in that: The fuselage 1 includes an upper plate, a lower plate, a partition and an aluminum column. The upper plate and the lower plate are supported by the partition and the aluminum column, and the various structures in the fuselage are symmetrically arranged; the partition is fixed to the upper plate and the lower plate by mortise and tenon joints, and the aluminum column is fixed and installed by screws passing through corresponding holes in the upper and lower plates.

3. The composite vector powered omnidirectional aircraft according to claim 2, characterized in that: The upper plate, the lower plate and the partition plate in the fuselage are all formed by milling and cutting carbon fiber plates.

4. The composite vector powered omnidirectional aircraft according to claim 1, characterized in that: In the composite tilt-rotor assembly, the servo seat and the bearing seat are fixed to the corresponding connecting holes of the fuselage by means of threaded screws and fastened by means of the spring gasket.

5. The composite vector powered omnidirectional aircraft according to claim 1, characterized in that: In the annular roll and tilt structure, the steering wheel and the steering gear are matched through the splines on the steering gear, and then screws are passed through the annular roll and tilt structure to fasten the steering wheel and the steering gear.

6. The composite vector powered omnidirectional aircraft according to claim 1 or 5, characterized in that: In the annular roll and tilt structure, one end of the bearing is coaxially matched with the hollow shaft structure of the annular roll and tilt joint, and the other end is equipped with a bearing gasket for limiting the axial displacement of the annular tilt structure.

7. The composite vector powered omnidirectional aircraft according to claim 1, characterized in that: In the annular rolling and tilting structure, the carbon tube passes through the hollow shaft structure and is bonded and reinforced by glue.

8. The composite vector powered omnidirectional aircraft according to claim 1, characterized in that: The electronic device 4 includes a flight controller, an electronic speed regulator, a power battery, a power module, a receiver, and an airborne GPS; the flight controller is used to automatically control the stable flight of the aircraft and output processed position and attitude signals; the electronic speed regulator is used to power the brushless motor and adjust the speed; the power battery is used to power the power system and control system of the entire aircraft; the power module is used to measure the voltage and current of the battery and power the flight controller; the receiver is used to receive signals from the remote control; the airborne GPS is used to receive GPS satellite information and provide positioning and navigation information for the aircraft.

9. A control method for a composite vector powered omnidirectional aircraft according to any one of claims 1 to 8, characterized in that It includes the following decoupling control strategies on six degrees of freedom: Forward and backward movement: The four pitch servos simultaneously tilt forward or backward to change the angle to provide longitudinal horizontal force, and appropriately increase the rotor speed to ensure lift; Lateral movement: The four roll servos simultaneously tilt left or right to change the angle to provide lateral horizontal force, and appropriately increase the rotor speed to ensure lift; Lifting motion: changing the rotation speed of the four rotors at the same time to generate acceleration in the vertical direction, thereby achieving lifting and lowering; Rolling motion: The four rotors remain nearly vertical, and the roll servos tilt left or right at the same time to change the roll angle of the fuselage. At the same time, the four rotors change the speed through control distribution to assist in attitude change and control the angular acceleration of the fuselage. Pitch motion: The four rotors remain nearly vertical, and the pitch servos tilt forward or backward at the same time to change the pitch angle of the fuselage. At the same time, the four rotors change the speed through control distribution to assist in attitude change and control the angular acceleration of the fuselage; Yaw motion: The four rotors generate vertical torque by differential speed.

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