Vertically-inclined double-tail-rotor multi-propeller aircraft

Abstract

A right front machine arm, a left front machine arm and a rear machine arm are connected to the right front portion, the left front portion and the rear portion of a machine body respectively, a right front motor and a right front propeller are sequentially connected to the front end of the right front machine arm, and a left front motor and a left front propeller are sequentially connected to the front end of the left front machine arm. The rear end of the rear arm is connected with a V-shaped dual-motor mounting seat with a transverse opening, a rear upper propeller is obliquely connected to the upper motor mounting seat, and a rear lower thrust propeller is obliquely connected to the lower motor mounting seat; the lift force of the right front propeller and the left front propeller controls rolling in a differential mode, the lift force of the right front propeller, the left front propeller, the rear upper propeller and the rear lower thrust propeller controls pitching in a differential mode, the lift force of the rear upper propeller and the rear lower thrust propeller controls the course in a differential mode, and the propellers for controlling the attitude only participate in two of the three kinds of control. The available accelerator stroke of a driving motor corresponding to the propeller is increased, the capacity of controlling pitching, rolling and heading is improved, and the wind resistance of the aircraft is enhanced.

Description

Technical Field

[0001] The invention relates to a multi-propeller aircraft, in particular to an up-and-down tilted double-tail-rotor multi-propeller aircraft which utilizes the lift change of a pair of up-and-down tilted tail propellers to control the heading of the aircraft. Background Art

[0002] Currently known multi-propeller aircraft, such as quad-propeller aircraft, utilize the lift differential between the two front propellers and the two rear propellers to control pitch, the lift differential between the two right propellers and the two left propellers to control roll, and the lift differential between the two propellers on the right front diagonal and the two propellers on the left front diagonal to control heading; when a quad-propeller aircraft is hovering in the air, when one propeller controls pitch, roll and heading and needs to increase lift at the same time, that is, three corresponding lift increases, and the corresponding drive motor of the propeller needs three throttle increases, the throttle stroke is 0 to 100, and the hovering of the quad-propeller aircraft occupies 50 throttle strokes as an example, when the throttle of the corresponding drive motor of the propeller increases from 50 to 100, the lift of the propeller reaches the maximum, and the propeller has 50 motor throttle variables, pitch, roll, and heading, and each of these three operations has only about 16.7 propeller corresponding drive motor throttle increase variables ( 50 throttle variables divided by 3), when these three manipulations require increasing the throttle at the same time, each manipulation reaches 16.7 motor throttle increase variables, the three manipulations are superimposed, and the corresponding drive motor of the propeller increases to 100 motor throttle variables. The lift of the propeller can no longer be increased, and the ability to control the aircraft attitude is at its limit. Similarly, in the process of manipulating attitude, a four-propeller aircraft needs pitch, roll, and heading. For each of these three manipulations, there are only about 16.7 propeller corresponding drive motor throttle reduction variables (50 throttle variables divided by 3). When these three manipulations require reducing the throttle at the same time, each manipulation reduces 16.7 motor throttle variables, and the corresponding drive motor throttle of the propeller is reduced to 0 throttle variable. The lift of the propeller can no longer be reduced, and the ability to control the aircraft attitude is at its limit. Since the three manipulations share one throttle range, the ability to control the aircraft attitude is limited. Therefore, the existing four-propeller aircraft has poor wind resistance. Summary of the invention

[0003] In order to solve the problem of poor wind resistance of existing multi-propeller aircraft, the present invention provides a multi-propeller aircraft with up and down tilted twin tail rotors, which improves the wind resistance of the aircraft by increasing the available throttle stroke of the corresponding propeller drive motor to control the aircraft attitude.

[0004] The technical solution adopted by the present invention to solve the technical problem is as follows: the fuselage with a small tower on the top and the landing gear constitute the fuselage main body, the right front part of the fuselage main 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, and the lift of the right front propeller is vertically upward. The left front part of the fuselage main 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, and the lift of the left front propeller is vertically upward. The rear part of the fuselage body is connected to the rear arm, the rear end of the rear arm is connected to the transversely opened V-shaped dual-motor mounting seat, the upper motor mounting seat of the transversely opened V-shaped dual-motor mounting seat is connected to the rear upper motor, the rear upper motor is connected to the rear upper propeller, the acute angle between the rotating plane of the rear upper propeller and the horizontal plane is α, the lift of the rear upper propeller is to the upper right, and this lift is decomposed into a horizontal right component and a vertical upward component, the lower motor mounting seat of the transversely opened V-shaped dual-motor mounting seat is connected to the rear lower motor, the rear lower motor is connected to the rear lower thrust propeller, the acute angle between the rotating plane of the rear lower thrust propeller and the horizontal plane is α, the lift of the rear lower thrust propeller is to the upper left, and this lift is decomposed into a horizontal left component and a vertical upward component.

[0005] This constitutes a multi-propeller aircraft with twin tail rotors that tilt up and down.

[0006] The vertical upward lift of the right front propeller, the vertical upward lift of the left front propeller, the vertical upward component of the upper rear propeller and the vertical upward component of the rear lower thrust propeller together control the vertical ascent and descent of the aircraft. The lift of the right front propeller and the left front propeller differentially controls the roll of the aircraft. The lift of the right front propeller, the lift of the left front propeller and the vertical upward component of the upper rear propeller, and the vertical upward component of the rear lower thrust propeller differentially control the pitch of the aircraft. The horizontal right component of the upper rear propeller and the horizontal left component of the rear lower thrust propeller differentially control the heading.

[0007] The aircraft is hovering in the air. In the process of manipulating the pitch, roll and heading of the aircraft, the right front propeller is involved in manipulating the pitch and roll, the left front propeller is involved in manipulating the pitch and roll, the upper rear propeller is involved in manipulating the pitch and heading, and the lower rear thrust propeller is involved in manipulating the pitch and heading; the propeller that controls the aircraft's attitude only participates in two of the three manipulations (pitch, roll and heading), and the two manipulations share 50 throttle strokes. The corresponding drive motor of each controlling propeller has 25 throttle strokes, which is nearly 50% more than the 16.7 throttle strokes of conventional multi-propeller aircraft. Due to the increase in the throttle stroke available for the corresponding drive motor of the propeller, the ability to control pitch, roll and heading is increased, and the aircraft's wind resistance is enhanced.

[0008] The technical solution of the present invention is to set a rear upper propeller with an inclined rotating surface and a rear lower thrust propeller with an inclined rotating surface so that the propeller for controlling the aircraft attitude only participates in two of the three operations (pitch, roll and heading), thereby increasing the throttle stroke available for the drive motors corresponding to each propeller for controlling the aircraft attitude, thereby achieving the purpose of increasing the ability to control pitch, roll and heading and improving the aircraft's wind resistance.

[0009] A folding member is connected to the right front arm so that the right front arm can be folded backwards, and a folding member is connected to the left front arm so that the left front arm can be folded backwards, thereby reducing the space occupied by the up and down tilted twin-tail rotor multi-propeller aircraft during storage.

[0010] The up and down tilted twin-tail multi-propeller aircraft has the advantages of compact structure and strong wind resistance. It is suitable for flying in various weather conditions and has become a universal vertical take-off and landing flight platform with a new architecture. It is used in manned and cargo transportation, agricultural operations, forestry operations, surveying, exploration and other fields. BRIEF DESCRIPTION OF THE DRAWINGS

[0011] The present invention is further described below in conjunction with the accompanying drawings and embodiments.

[0012] Figure 1 It is a schematic diagram of the structure of an up and down tilted twin-tail-rotor multi-propeller aircraft according to the first embodiment of the present invention.

[0013] Figure 2 The present invention is a schematic diagram of the flight principle of an up-and-down tilted twin-tail-rotor multi-propeller aircraft according to the first embodiment of the present invention.

[0014] Figure 3 It is a schematic diagram of the structure of an up and down tilted twin-tail-rotor multi-propeller aircraft according to a second embodiment of the present invention.

[0015] Figure 4 It is a schematic diagram of the flight principle of an up and down tilted twin-tail-rotor multi-propeller aircraft according to a second embodiment of the present invention.

[0016] Figure 5 It is a schematic diagram of the structure of an up and down tilted twin-tail-rotor multi-propeller aircraft according to a third embodiment of the present invention.

[0017] Figure 6 It is a schematic diagram of the flight principle of an up and down tilted twin-tail-rotor multi-propeller aircraft according to a third embodiment of the present invention.

[0018] Figure 7 It is a schematic diagram of the structure of an up and down tilted twin-tail rotor multi-propeller aircraft according to the fourth embodiment of the present invention.

[0019] Figure 8 It is a schematic diagram of the flight principle of an up-and-down tilted twin-tail-rotor multi-propeller aircraft according to a fourth embodiment of the present invention.

[0020] Fig. 9 It is a connection schematic diagram of a transversely opened V-shaped dual-motor mounting seat of an up-and-down tilted dual-tail-rotor multi-propeller aircraft of the present invention.

[0021] Fig.10 It is a schematic diagram of the connection of the main components of the up-and-down tilting twin-tail-rotor multi-propeller aircraft of the present invention.

[0022] Fig.11 It is a schematic diagram of the connection of the propeller flapping components of the up and down tilted twin-tail-rotor multi-propeller aircraft of the present invention.

[0023] Fig.12 The invention is a schematic diagram of a fuel engine connected to a shock absorber of an up-and-down tilted twin-tail-rotor multi-propeller aircraft.

[0024] Fig.13 The invention is a schematic diagram of a fuel engine connecting small tower of an up-and-down tilting twin-tail-rotor multi-propeller aircraft.

[0025] Fig.14 The invention is a schematic diagram of a fuel engine connected to a waving propeller of an up-and-down tilting twin-tail-rotor multi-propeller aircraft.

[0026] Fig.15 It is a schematic diagram of a waving propeller assembly connected to a one-way bearing of an up-and-down tilting twin-tail-rotor multi-propeller aircraft of the present invention.

[0027] Fig.16 It is a schematic diagram of another connection of the waving propeller assembly of the up-and-down tilting twin-tail-rotor multi-propeller aircraft of the present invention.

[0028] In the figure, 1. right front propeller, 2. left front propeller, 3. rear upper propeller, 4. rear lower thrust propeller, 5. middle large propeller, 5-1. middle large waving propeller, 11. right front motor, 12. left front motor, 13. rear upper motor, 14. rear lower motor, 15. middle large motor, 15-1. middle large fuel engine, 15-2. middle large fuel engine output shaft, 15-3. middle large fuel engine mounting base, 21. right front motor mounting seat, 22. left front motor mounting seat, 23. transverse opening V-type dual motor mounting seat, 23-1. upper motor mounting seat of transverse opening V-type dual motor mounting seat, 23-2. lower motor mounting seat of transverse opening V-type dual motor mounting seat, 24. transverse opening V-type dual motor mounting seat reinforcement plate, 24-1. Upper V-arm of transverse opening V-type dual motor mounting seat, 24-11. Upper motor mounting plate of upper motor mounting seat of transverse opening V-type dual motor mounting seat, 24-2. Lower V-arm of transverse opening V-type dual motor mounting seat, 24-22. Lower motor mounting plate of lower motor mounting seat of transverse opening V-type dual motor mounting seat, 25. Small tower, 31. Right front arm, 32. Left front arm, 33. Rear arm, 36. Fuselage body, 41. Screws, 42. Rivets, 43. Long screws, 44. Nuts, 45. Small tower top plate with motor mounting holes, 45-1. Small tower top plate with fuel engine mounting holes, 46. Mounting holes, 47. Pipeline holes, 48. Angle aluminum with mounting holes, 49. Upper mounting plates of left and right pipe seats, 49-1. Upper mounting plate of rear pipe seat, 50. Lower mounting plate of left and right tube seats, 51. Right front tube seat, 52. Left front tube seat, 53. Rear tube seat, 55. Seesaw propeller clamp with hinged ears, 56. Seesaw U-shaped seat, 56-1. Seesaw U-shaped seat with one-way bearing seat hole, 57. Hinge hole, 58. Hinge shaft, 59. Positioning retaining ring, 60. Hairpin pin, 61. Bell-shaped rubber shock absorber, 62. Upper bushing, 63. Lower bushing, 64. Plane pressure bearing, 65. Main shaft, 66. One-way bearing, 67. One-way bearing seat hole, 68. Plane seesaw propeller clamp, F1. Lift of right front propeller, F2. Lift of left front propeller, F3. Lift of rear upper propeller, F4. Lift of rear lower thrust propeller, F3z. The vertical component of the lift of the upper rear propeller, F3y. The horizontal component of the lift of the upper rear propeller, F4z. The vertical component of the lift of the lower rear propeller, F4y. The horizontal component of the lift of the lower rear propeller, F5. The lift of the large middle propeller, M3. The rotation plane of the upper rear propeller, M4. The rotation plane of the lower rear propeller, dp. The distance from the rotation center of the right front propeller or the left front propeller to the center of gravity of the aircraft, dp2.The distance from the projection of the rotation center of the rear upper propeller and the rear lower thrust propeller on the rear arm axis to the center of gravity of the aircraft, dx. The distance from the rotation center of the right front propeller or the left front propeller to the longitudinal axis X passing through the center of gravity of the aircraft, dy. The distance from the rotation center of the right front propeller or the left front propeller to the transverse axis Y passing through the center of gravity of the aircraft, X. The longitudinal axis passing through the center of gravity of the aircraft, Y. The transverse axis passing through the center of gravity of the aircraft, T. The direction of the nose of the aircraft, P. The center of gravity of the aircraft, SP. The horizontal plane, CZ. The vertical line, N. The propeller rotates counterclockwise, S. The propeller rotates clockwise, α. The acute angle between the rotation plane of the rear upper propeller and the horizontal plane, or the acute angle between the rotation plane of the rear lower thrust propeller and the horizontal plane, SZ. The upper V-arm axis of the transversely open V-shaped dual motor mounting seat, XZ. The lower V-arm axis of the transversely open V-shaped dual motor mounting seat, θ. The angle between the upper V-arm axis and the lower V-arm axis of the transversely open V-shaped dual motor mount. The circle with an arrow represents the virtual circle of propeller blade tip rotation and the propeller rotation direction. The ellipse represents the virtual ellipse of propeller blade tip rotation with an inclined rotating surface. The small dot "." to the left of "F" represents the vertical upward lift. The flight schematic, propeller rotation direction and lift direction are based on the top view of the aircraft.

[0029] Glossary: ​​Propellers are divided into "traction propellers" and "thrust propellers" according to the direction of airflow. A propeller in which the airflow flows from a propeller to the corresponding drive motor or fuel engine is called a "traction propeller", and a propeller in which the airflow flows from a drive motor or fuel engine to a propeller is called a "thrust propeller". Propellers not specified in this description are "traction propellers". Implementation

[0030] Figure 1 It consists of an upper figure and a lower figure, the upper figure is a schematic structural diagram of an up and down tilted twin-tail rotor multi-propeller aircraft of the first embodiment of the present invention, and the lower figure is a rear view.

[0031] Figure 1 In the upper figure (see the lower figure), the fuselage with the small tower 25 and the landing gear constitute a fuselage body 36, the right front part of the fuselage body 36 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 36 is connected to the left front arm 32, the front end of the left front arm 32 is connected to the left front motor mounting seat 22, the left front motor mounting seat 22 is connected to the left front motor 12, the left front motor 12 is connected to the left front propeller 2, and the lift F2 of the left front propeller is vertically upward.

[0032] The rear part of the fuselage body 36 is connected to the rear arm 33, and the rear end of the rear arm 33 is connected to the transverse opening V-shaped dual motor mounting seat 23, and the V opening of the transverse opening V-shaped dual motor mounting seat 23 is to the right. Above the transverse opening V-shaped dual motor mounting seat with the V opening to the right is the rear upper motor mounting seat 23-1, and the rear upper motor mounting seat 23-1 is connected to the rear upper motor 13, and the rear upper motor 13 is connected to the rear upper propeller 3. Below the transverse opening V-shaped dual motor mounting seat 23 with the V opening to the right is the rear lower motor mounting seat 23-2, and the rear lower motor mounting seat 23-2 is connected to the rear lower motor 14, and the rear lower motor 14 is connected to the rear lower thrust propeller 4.

[0033] Figure 1 In the figure below, the lift F1 of the right front propeller is vertically upward, and the lift F2 of the left front propeller is vertically upward.

[0034] The acute angle between the rotating plane M3 of the upper rear propeller 3 and the horizontal plane SP is α, the lift F3 of the upper rear propeller is directed to the upper right, and the acute angle between the lift F3 of the upper rear propeller and the vertical line CZ is α (see the small picture in the lower right corner of the figure below. In order to clearly show the direction of each force, the decomposition diagram of the lift F3 of the upper rear propeller is drawn in the lower right corner of the figure below, and the decomposition diagram of the lift F4 of the rear lower thrust propeller is drawn in the lower left corner of the figure below). The vertical component F3z of the lift F3 of the upper rear propeller is vertically upward, F3z=F3*cos(α), and the horizontal component F3y of the lift F3 of the upper rear propeller is horizontally to the right, F3y=F3*sin(α).

[0035] The acute angle between the rotating plane M4 of the rear down-thrust propeller 4 and the horizontal plane SP is α, the lift F4 of the rear down-thrust propeller is directed to the upper left, and the acute angle between the lift F4 of the rear down-thrust propeller and the vertical line CZ is α (see the small figure in the lower left corner of the figure below), the vertical component F4z of the lift F4 of the rear down-thrust propeller is vertically upward, F4z=F4*cos(α), and the horizontal component F4y of the lift F4 of the rear down-thrust propeller is horizontally directed to the left, F4y=F4*sin(α). α is selected between 4° and 45°.

[0036] Four electric regulators are connected to four motors respectively, and a flight controller is connected to the four 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 up and down tilting twin tail rotor multi-propeller aircraft of the first embodiment.

[0037] Figure 2 The first embodiment of the present invention is a flight principle diagram of a multi-propeller aircraft with two tail rotors tilted up and down.

[0038] Figure 2In the figure, the thick line extending to the right front from the center of gravity P of the aircraft represents the line connecting the rotation center of the right front propeller 1 and the center of gravity P, and its length is dp. The thick line extending to the left front from the center of gravity P of the aircraft represents the line connecting the rotation center of the left front propeller 2 and the center of gravity P, and its length is also dp. The angle between these two lines is 120°. The thick line extending to the rearward from the center of gravity P of the aircraft represents the line connecting the projection point of the rotation center of the rear upper propeller 3 and the rear lower thrust propeller 4 on the axis of the rear arm 33 and the center of gravity P, and its length is dp2. The angle between two adjacent lines of these three lines is 120°.

[0039] The acute angle between the line connecting the rotation center of the right front propeller 1 and the center of gravity P and the longitudinal axis X of the aircraft is equal to the acute angle between the line connecting the rotation center of the left front propeller 2 and the center of gravity P and the longitudinal axis X of the aircraft, and this acute angle is 60°.

[0040] The right front propeller 1 and the left front propeller 2 have the same size and the same parameters of the corresponding drive motors. At the same throttle, the lift of the right front propeller 1 and the left front propeller 2 is the same. It is assumed that the right front propeller 1 rotates counterclockwise by N and the left front propeller 2 rotates clockwise by S.

[0041] The upper rear propeller 3 and the lower rear thrust propeller 4 have the same size, the corresponding drive motors have the same parameters, and at the same throttle, the lift of the upper rear propeller 3 and the lower rear thrust propeller 4 are the same, and the rotation directions of the upper rear propeller 3 and the lower rear thrust propeller 4 are opposite.

[0042] At the same throttle, the lift of the right front propeller 1 is greater than the lift of the rear upper propeller 3.

[0043] The hovering equation for an aircraft is, F1+F2+F3z+F4z=Pf, that is (see Figure 1 : F1+F2+F3*cos(α)+F4*cos(α)=Pf……………………(1).

[0044] Where Pf is the weight of the aircraft.

[0045] The lift of the right front propeller 1, the left front propeller 2, the rear upper propeller 3 and the rear lower thrust propeller 4 are linked to control the rise and fall of the aircraft.

[0046] The aircraft ascent equation is: (F1+df)+(F2+df)+(F3+df)*cos(α)+(F4+df)*cos(α)>Pf.

[0047] …… ...

[0048] Where df is the change in lift.

[0049] The aircraft descent equation is: (F1-df)+(F2-df)+(F3-df)*cos(α)+(F4-df)*cos(α)<Pf.

[0050] …… ...

[0051] The moment that causes the aircraft to roll to the left is: F1*dx.

[0052] The moment that causes the aircraft to roll to the right is: F2*dx.

[0053] The rolling balance equation of the aircraft is F1*dx= F2*dx, dx=dp*sin(60), that is: F1* dp*sin(60) = F2* dp*sin(60)…………(2).

[0054] The lift differential of the right front propeller 1 and the left front propeller 2 controls the aircraft's roll.

[0055] The balance equation for the aircraft rolling to the left is: (F1+df)*dp*sin(60)>(F2-df)*dp*sin(60)…………(2-1).

[0056] The balance equation for the aircraft rolling to the right is: (F1-df)*dp*sin(60)<(F2+df)*dp*sin(60)…………(2-2).

[0057] The total torque that causes the aircraft to tilt backward is F1*dy+F2*dy, dy=dp*cos(60), that is: F1*dp*cos(60)+F2*dp*cos(60).

[0058] The total torque that causes the aircraft to pitch forward is: F3z*dp2+F4z*dp2, F3z=F3*cos(α), F4z=F4*cos(α), that is: F3*cos(α)*dp2+F4*cos(α)*dp2.

[0059] The pitch balance equation of the aircraft is: F1*dp*cos(60)+F2*dp*cos(60)= F3*cos(α)*dp2+ F4*cos(α)*dp2.

[0060] …………………………(3).

[0061] The pitch of the aircraft is controlled by the lift differential of the right front propeller 1, the left front propeller 2, the rear upper propeller 3, and the rear lower thrust propeller 4.

[0062] The equation for the aircraft to pitch back is: (F1+df)*dp*cos(60)+(F2+df)*dp*cos(60)>.

[0063] (F3-df)*cos(α)*dp2+ (F4-df)*cos(α)*dp2………………(3-1).

[0064] The aircraft pitch equation is: (F1-df)*dp*cos(60)+(F2-df)*dp*cos(60)<.

[0065] (F3+df)*cos(α)*dp2+(F4+df)*cos(α)*dp2………………(3-2).

[0066] The torque that turns the aircraft to the left is (see Figure 1 (Figure below), F3y*dp2=F3*sin(α)*dp2.

[0067] The torque that turns the aircraft to the right is F4y*dp2=F4*sin(α)*dp2.

[0068] The aircraft heading balance equation is: F3*sin(α)*dp2 = F4*sin(α)*dp2………………(4).

[0069] The lift differential of the rear upper propeller 3 and the rear lower thrust propeller 4 controls the heading of the aircraft.

[0070] The equation for turning the aircraft left is: (F3+df)*sin(α)*dp2>(F4-df)*sin(α)*dp2………(4-1).

[0071] The equation for turning the aircraft right is: (F3-df)*sin(α)*dp2<(F4+df)*sin(α)*dp2......(4-2).

[0072] From equations (2), (2-1) and (2-2) of the roll control relationship, equations (3), (3-1) and (3-2) of the pitch control relationship, and equations (4), (4-1) and (4-2) of the heading control relationship, it can be seen that the right front propeller 1 is only involved in the roll and pitch control, but not in the heading control; the left front propeller 2 is only involved in the roll and pitch control, but not in the heading control; the rear upper propeller 3 is only involved in the pitch and heading control, but not in the roll control; the rear lower thrust propeller 4 is only involved in the pitch and heading control, but not in the roll control.

[0073] In the process of manipulating the attitude of the aircraft, each propeller is only involved in manipulating two of the three controls: pitch, roll and heading. Therefore, the corresponding drive motor of each propeller has 25 throttle strokes, which is more than the 16.7 throttle strokes of conventional multi-propeller aircraft. The ability to manipulate pitch, roll and heading is enhanced, and the wind resistance is correspondingly enhanced.

[0074] Figure 3 It consists of an upper figure and a lower figure, the upper figure is a schematic structural diagram of an up and down tilted twin-tail rotor multi-propeller aircraft according to a second embodiment of the present invention, and the lower figure is a rear view.

[0075] Figure 3 In the upper figure (see the lower figure), the fuselage with the small tower 25 and the landing gear constitute a fuselage body 36, the right front part of the fuselage body 36 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 36 is connected to the left front arm 32, the front end of the left front arm 32 is connected to the left front motor mounting seat 22, the left front motor mounting seat 22 is connected to the left front motor 12, the left front motor 12 is connected to the left front propeller 2, and the lift F2 of the left front propeller is vertically upward.

[0076] The rear part of the fuselage body 36 is connected to the rear arm 33, and the rear end of the rear arm 33 is connected to the transverse opening V-shaped dual motor mounting seat 23, and the V opening of the transverse opening V-shaped dual motor mounting seat 23 is to the left. Above the transverse opening V-shaped dual motor mounting seat 23 with the V opening to the left is the rear upper motor mounting seat 23-1, and the rear upper motor mounting seat 23-1 is connected to the rear upper motor 13, and the rear upper motor 13 is connected to the rear upper propeller 3. Below the transverse opening V-shaped dual motor mounting seat 23 with the V opening to the left is the rear lower motor mounting seat 23-2, and the rear lower motor mounting seat 23-2 is connected to the rear lower motor 14, and the rear lower motor 14 is connected to the rear lower thrust propeller 4.

[0077] Figure 3 In the figure below, the lift F1 of the right front propeller is vertically upward, and the lift F2 of the left front propeller is vertically upward.

[0078] The acute angle between the rotating plane M3 of the upper rear propeller 3 and the horizontal plane SP is α, the lift F3 of the upper rear propeller is directed to the upper left, and the acute angle between the lift F3 of the upper rear propeller and the vertical line CZ is α (see the small picture in the lower left corner of the figure below. In order to clearly show the direction of each force, the decomposition diagram of the lift F3 of the upper rear propeller is drawn in the lower left corner of the figure below, and the decomposition diagram of the lift F4 of the rear lower thrust propeller is drawn in the lower right corner of the figure below). The vertical component F3z of the lift F3 of the upper rear propeller is vertically upward, F3z=F3*cos(α), and the horizontal component F3y of the lift F3 of the upper rear propeller is horizontally to the left, F3y=F3*sin(α).

[0079] The acute angle between the rotating plane M4 of the rear down-thrust propeller 4 and the horizontal plane SP is α, the lift F4 of the rear down-thrust propeller is directed to the upper right, and the acute angle between the lift F4 of the rear down-thrust propeller and the vertical line CZ is α (see the small figure in the lower right corner of the figure below), the vertical component F4z of the lift F4 of the rear down-thrust propeller is vertically upward, F4z=F4*cos(α), and the horizontal component F4y of the lift F4 of the rear down-thrust propeller is horizontally to the right, F4y=F4*sin(α). α is selected between 4° and 45°.

[0080] Four electric regulators are connected to four motors respectively, and a flight controller is connected to the four 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 up and down tilting twin tail rotor multi-propeller aircraft of the second embodiment.

[0081] Figure 4 It is a flight principle diagram of an up and down tilted twin-tail-rotor multi-propeller aircraft according to a second embodiment of the present invention.

[0082] Figure 4 In the figure, the thick line extending to the right front from the center of gravity P of the aircraft represents the line connecting the rotation center of the right front propeller 1 and the center of gravity P, and its length is dp. The thick line extending to the left front from the center of gravity P of the aircraft represents the line connecting the rotation center of the left front propeller 2 and the center of gravity P, and its length is also dp. The angle between these two lines is 120°. The thick line extending to the rearward from the center of gravity P of the aircraft represents the line connecting the projection point of the rotation center of the rear upper propeller 3 and the rear lower thrust propeller 4 on the axis of the rear arm 33 and the center of gravity P, and its length is dp2. The angle between two adjacent lines of these three lines is 120°.

[0083] The acute angle between the line connecting the rotation center of the right front propeller 1 and the center of gravity P and the longitudinal axis X of the aircraft is equal to the acute angle between the line connecting the rotation center of the left front propeller 2 and the center of gravity P and the longitudinal axis X of the aircraft, and this acute angle is 60°.

[0084] The right front propeller 1 and the left front propeller 2 have the same size and the same parameters of the corresponding drive motors. At the same throttle, the lift of the right front propeller 1 and the left front propeller 2 is the same. It is assumed that the right front propeller 1 rotates counterclockwise by N and the left front propeller 2 rotates clockwise by S.

[0085] The upper rear propeller 3 and the lower rear thrust propeller 4 have the same size, the corresponding drive motors have the same parameters, and at the same throttle, the lift of the upper rear propeller 3 and the lower rear thrust propeller 4 are the same, and the rotation directions of the upper rear propeller 3 and the lower rear thrust propeller 4 are opposite.

[0086] At the same throttle, the lift of the right front propeller 1 is greater than the lift of the rear upper propeller 3.

[0087] Compare Figure 2 and Figure 4 The forces in the vertical direction of the first embodiment and the second embodiment are the same, the directions of the components of the force in the horizontal direction of the rear upper propeller 3 are opposite, and the directions of the components of the force in the horizontal direction of the rear lower thrust propeller 4 are opposite.

[0088] The hovering equation for an aircraft is also (see Figure 3 The following figure, Figure 2 illustrate): F1+F2+F3*cos(α)+F4*cos(α)=Pf……………………(1).

[0089] The aircraft ascent equation is also: (F1+df)+(F2+df)+(F3+df)*cos(α)+(F4+df)*cos(α)>Pf.

[0090] …… ...

[0091] Where df is the change in lift.

[0092] The aircraft descent equation is also: (F1-df)+(F2-df)+(F3-df)*cos(α)+(F4-df)*cos(α)<Pf.

[0093] …… ...

[0094] The roll balance equation for an aircraft is also: F1* dp*sin(60) = F2* dp*sin(60)…………(2).

[0095] The balance equation for the aircraft rolling to the left is also: (F1+df)*dp*sin(60)>(F2-df)*dp*sin(60)…………(2-1).

[0096] The balance equation for the aircraft rolling to the right is also: (F1-df)*dp*sin(60)<(F2+df)*dp*sin(60)…………(2-2).

[0097] The pitch balance equation of the aircraft is also: F1*dp*cos(60)+F2*dp*cos(60)= F3*cos(α)*dp2+ F4*cos(α)*dp2.

[0098] …………………………(3).

[0099] The aircraft pitch equation is also: (F1+df)*dp*cos(60)+(F2+df)*dp*cos(60)>.

[0100] (F3-df)*cos(α)*dp2+ (F4-df)*cos(α)*dp2………………(3-1).

[0101] The aircraft pitch equation is also: (F1-df)*dp*cos(60)+(F2-df)*dp*cos(60)<.

[0102] (F3+df)*cos(α)*dp2+(F4+df)*cos(α)*dp2………………(3-2).

[0103] The moment that turns the aircraft to the right is (see Figure 3 (Figure below), F3y*dp2=F3*sin(α)*dp2.

[0104] The torque that turns the aircraft to the left is F4y*dp2=F4*sin(α)*dp2.

[0105] The aircraft heading balance equation is also: F3*sin(α)*dp2 = F4*sin(α)*dp2………………(4).

[0106] The lift differential of the rear upper propeller 3 and the rear lower thrust propeller 4 controls the heading of the aircraft.

[0107] The equation for turning the aircraft right is: (F3+df)*sin(α)*dp2>(F4-df)*sin(α)*dp2………(4-3).

[0108] The equation for turning the aircraft left is: (F3-df)*sin(α)*dp2<(F4+df)*sin(α)*dp2………(4-4).

[0109] From equations (2), (2-1) and (2-2) of the roll control relationship, equations (3), (3-1) and (3-2) of the pitch control relationship, and equations (4), (4-3) and (4-4) of the heading control relationship, it can be seen that the right front propeller 1 of the second embodiment only participates in the roll and pitch control but not in the heading control, the left front propeller 2 only participates in the roll and pitch control but not in the heading control; the rear upper propeller 3 only participates in the pitch and heading control but not in the roll control, and the rear lower thrust propeller 4 only participates in the pitch and heading control but not in the roll control.

[0110] In the second embodiment, during the process of manipulating the attitude of the aircraft, each propeller is only involved in two of the three manipulations of pitch, roll and heading. Therefore, the corresponding drive motor of each propeller has 25 throttle strokes, which is more than the 16.7 throttle strokes of a conventional multi-propeller aircraft. The ability to manipulate pitch, roll and heading is enhanced, and the wind resistance is correspondingly enhanced.

[0111] Figure 5 It consists of an upper figure and a lower figure, the upper figure is a schematic structural diagram of an up and down tilted twin-tail rotor multi-propeller aircraft according to a third embodiment of the present invention, and the lower figure is a rear view.

[0112] Figure 5 In the upper figure (see the lower figure), the fuselage with the small tower 25 and the landing gear form the fuselage body 36, The top of the small tower 25 above the fuselage body 36 and above the center of gravity P of the aircraft is connected to the middle large motor 15, and the middle large propeller 5 is connected to the middle large motor 15, and the lift F5 of the middle large propeller is vertically upward.

[0113] The right front part of the fuselage body 36 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 36 is connected to the left front arm 32, the front end of the left front arm 32 is connected to the left front motor mounting seat 22, the left front motor 12 is connected to the left front motor mounting seat 22, the left front motor 12 is connected to the left front propeller 2, and the lift F2 of the left front propeller is vertically upward.

[0114] The rear part of the fuselage body 36 is connected to the rear arm 33, and the rear end of the rear arm 33 is connected to the transverse opening V-shaped dual motor mounting seat 23, and the V opening of the transverse opening V-shaped dual motor mounting seat 23 is to the right. Above the transverse opening V-shaped dual motor mounting seat 23 with the V opening to the right is the rear upper motor mounting seat 23-1, and the rear upper motor mounting seat 23-1 is connected to the rear upper motor 13, and the rear upper motor 13 is connected to the rear upper propeller 3. Below the transverse opening V-shaped dual motor mounting seat 23 with the V opening to the right is the rear lower motor mounting seat 23-2, and the rear lower motor mounting seat 23-2 is connected to the rear lower motor 14, and the rear lower motor 14 is connected to the rear lower thrust propeller 4.

[0115] Figure 5 In the figure below, the lift F1 of the right front propeller is vertically upward, the lift F5 of the middle large propeller is vertically upward, and the lift F2 of the left front propeller is vertically upward.

[0116] The acute angle between the rotating plane M3 of the upper rear propeller 3 and the horizontal plane SP is α, the lift F3 of the upper rear propeller is directed to the upper right, and the acute angle between the lift F3 of the upper rear propeller and the vertical line CZ is α (see the small picture in the lower right corner of the figure below. In order to clearly show the direction of each force, the decomposition diagram of the lift F3 of the upper rear propeller is drawn in the lower right corner of the figure below, and the decomposition diagram of the lift F4 of the rear lower thrust propeller is drawn in the lower left corner of the figure below). The vertical component F3z of the lift F3 of the upper rear propeller is vertically upward, F3z=F3*cos(α), and the horizontal component F3y of the lift F3 of the upper rear propeller is horizontally to the right, F3y=F3*sin(α).

[0117] The acute angle between the rotating plane M4 of the rear down-thrust propeller 4 and the horizontal plane SP is α, the lift F4 of the rear down-thrust propeller is directed to the upper left, and the acute angle between the lift F4 of the rear down-thrust propeller and the vertical line CZ is α (see the small figure in the lower left corner of the figure below), the vertical component F4z of the lift F4 of the rear down-thrust propeller is vertically upward, F4z=F4*cos(α), and the horizontal component F4y of the lift F4 of the rear down-thrust propeller is horizontally directed to the left, F4y=F4*sin(α). α is selected between 4° and 45°.

[0118] Five electric regulators are connected to five motors respectively, and a flight controller is connected to the five 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 up and down tilting twin tail rotor multi-propeller aircraft of the third embodiment.

[0119] Figure 6 The third embodiment of the present invention is a flight principle diagram of an up and down tilted twin-tail-rotor multi-propeller aircraft.

[0120] Figure 6In the figure, the thick line extending to the right front from the center of gravity P of the aircraft represents the line connecting the rotation center of the right front propeller 1 and the center of gravity P, and its length is dp. The thick line extending to the left front from the center of gravity P of the aircraft represents the line connecting the rotation center of the left front propeller 2 and the center of gravity P, and its length is also dp. The angle between these two lines is 120°. The thick line extending to the rearward from the center of gravity P of the aircraft represents the line connecting the projection point of the rotation center of the rear upper propeller 3 and the rear lower thrust propeller 4 on the axis of the rear arm 33 and the center of gravity P, and its length is dp2. The angle between two adjacent lines of these three lines is 120°.

[0121] The acute angle between the line connecting the rotation center of the right front propeller 1 and the center of gravity P and the longitudinal axis X of the aircraft is equal to the acute angle between the line connecting the rotation center of the left front propeller 2 and the center of gravity P and the longitudinal axis X of the aircraft, and this acute angle is 60°.

[0122] The rotation center of the middle large propeller 5 overlaps with the center of gravity P of the aircraft, and the middle large propeller 5 rotates N counterclockwise.

[0123] The right front propeller 1 and the left front propeller 2 have the same size and the same parameters of the corresponding drive motors. At the same throttle, the lift of the right front propeller 1 and the left front propeller 2 are the same. It is assumed that the right front propeller 1 rotates S clockwise and the left front propeller 2 rotates S clockwise.

[0124] The upper rear propeller 3 and the lower rear thrust propeller 4 have the same size, the corresponding drive motors have the same parameters, and at the same throttle, the lift of the upper rear propeller 3 and the lower rear thrust propeller 4 are the same, and the rotation directions of the upper rear propeller 3 and the lower rear thrust propeller 4 are opposite.

[0125] At the same throttle, the lift of the middle large propeller 5 is greater than the lift of the right front propeller 1 , and the lift of the right front propeller 1 is greater than the lift of the rear upper propeller 3 .

[0126] The hovering equation for an aircraft is (see Figure 5 The following figure, Figure 2 Explanation, similar to formula (1): F1+F2+F3*cos(α)+F4*cos(α)+F5=Pf……………………(1-3).

[0127] The aircraft ascent equation is: (F1+df)+(F2+df)+(F3+df)*cos(α)+(F4+df)*cos(α)+F5>Pf.

[0128] ………………………………(1-4).

[0129] Where df is the change in lift.

[0130] The aircraft descent equation is: (F1-df)+(F2-df)+(F3-df)*cos(α)+(F4-df)*cos(α)+F5<Pf.

[0131] …… ...

[0132] Compare Figure 1 , Figure 2 The first embodiment has lift in the vertical direction, and the third embodiment increases the lift F5 of the middle large propeller, while other parts are the same. Since the lift F5 of the middle large propeller is on the center of gravity P, the lift F5 of the middle large propeller does not generate a pitching moment and a rolling moment.

[0133] The roll balance equation for an aircraft is also: F1* dp*sin(60) = F2* dp*sin(60)…………(2).

[0134] The balance equation for the aircraft rolling to the left is also: (F1+df)*dp*sin(60)>(F2-df)*dp*sin(60)…………(2-1).

[0135] The balance equation for the aircraft rolling to the right is also: (F1-df)*dp*sin(60)<(F2+df)*dp*sin(60)…………(2-2).

[0136] The pitch balance equation of the aircraft is also: F1*dp*cos(60)+F2*dp*cos(60)= F3*cos(α)*dp2+ F4*cos(α)*dp2.

[0137] …………………………(3).

[0138] The aircraft pitch equation is also: (F1+df)*dp*cos(60)+(F2+df)*dp*cos(60)>.

[0139] (F3-df)*cos(α)*dp2+ (F4-df)*cos(α)*dp2………………(3-1).

[0140] The aircraft pitch equation is also: (F1-df)*dp*cos(60)+(F2-df)*dp*cos(60)<.

[0141] (F3+df)*cos(α)*dp2+(F4+df)*cos(α)*dp2………………(3-2).

[0142] The moment that turns the aircraft to the right is (see Figure 5 (Figure below), F4y*dp2=F4*sin(α)*dp2.

[0143] The large propeller 5 in the middle rotates counterclockwise N, and its counter-torque Sj5 causes the aircraft to rotate clockwise S, that is, the aircraft turns right.

[0144] The torque that turns the aircraft to the left is F3y*dp2=F3*sin(α)*dp2.

[0145] The right front propeller 1 rotates clockwise by S, and its reaction torque Nj1 causes the aircraft to rotate counterclockwise by N. The left front propeller 2 rotates clockwise by S, and its reaction torque Nj2 causes the aircraft to rotate counterclockwise by N, causing the aircraft to turn left.

[0146] The aircraft heading balance equation is: F3*sin(α)*dp2+Nj1+Nj2 = F4*sin(α)*dp2+Sj5…………(4-5).

[0147] The lift differential of the rear upper propeller 3 and the rear lower thrust propeller 4 controls the heading of the aircraft.

[0148] The equation for turning the aircraft left is: (F3+df)*sin(α)*dp2+Nj1+Nj2>(F4-df)*sin(α)*dp2+Sj5…(4-6).

[0149] The equation for turning the aircraft right is: (F3-df)*sin(α)*dp2+Nj1+Nj2<(F4+df)*sin(α)*dp2+Sj5…(4-7).

[0150] From equations (2), (2-1) and (2-2) of the roll control relationship, equations (3), (3-1) and (3-2) of the pitch control relationship, and equations (4-5), (4-6) and (4-7) of the heading control relationship, it can be seen that the right front propeller 1 of the third embodiment only participates in the roll and pitch control, but not in the heading control; the left front propeller 2 only participates in the roll and pitch control, but not in the heading control; the rear upper propeller 3 only participates in the pitch and heading control, but not in the roll control; the rear lower thrust propeller 4 only participates in the pitch and heading control, but not in the roll control.

[0151] In the process of manipulating the attitude of the aircraft in the third embodiment, each propeller is only involved in two of the three manipulations of pitch, roll and heading. Therefore, the corresponding drive motor of each propeller has 25 throttle strokes, which is more than the 16.7 throttle strokes of a conventional multi-propeller aircraft. The ability to manipulate pitch, roll and heading is enhanced, and the wind resistance is correspondingly enhanced.

[0152] Figure 7 It consists of an upper figure and a lower figure, the upper figure is a schematic structural diagram of an up and down tilted twin-tail rotor multi-propeller aircraft according to the fourth embodiment of the present invention, and the lower figure is a rear view.

[0153] Figure 7 In the upper figure (see the lower figure), the fuselage with the small tower 25 and the landing gear form the fuselage body 36, The top of the small tower 25 above the fuselage body 36 and above the center of gravity P of the aircraft is connected to the middle large motor 15, and the middle large propeller 5 is connected to the middle large motor 15, and the lift F5 of the middle large propeller is vertically upward.

[0154] The right front part of the fuselage body 36 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 36 is connected to the left front arm 32, the front end of the left front arm 32 is connected to the left front motor mounting seat 22, the left front motor 12 is connected to the left front motor mounting seat 22, the left front motor 12 is connected to the left front propeller 2, and the lift F2 of the left front propeller is vertically upward.

[0155] The rear part of the fuselage body 36 is connected to the rear arm 33, and the rear end of the rear arm 33 is connected to the transverse opening V-shaped dual motor mounting seat 23, and the V opening of the transverse opening V-shaped dual motor mounting seat 23 is to the left. Above the transverse opening V-shaped dual motor mounting seat 23 with the V opening to the left is the rear upper motor mounting seat 23-1, and the rear upper motor mounting seat 23-1 is connected to the rear upper motor 13, and the rear upper motor 13 is connected to the rear upper propeller 3. Below the transverse opening V-shaped dual motor mounting seat 23 with the V opening to the left is the rear lower motor mounting seat 23-2, and the rear lower motor mounting seat 23-2 is connected to the rear lower motor 14, and the rear lower motor 14 is connected to the rear lower thrust propeller 4.

[0156] Figure 7 In the figure below, the lift F1 of the right front propeller is vertically upward, the lift F5 of the middle large propeller is vertically upward, and the lift F2 of the left front propeller is vertically upward.

[0157] The acute angle between the rotating plane M3 of the upper rear propeller 3 and the horizontal plane SP is α, the lift F3 of the upper rear propeller is directed to the upper left, and the acute angle between the lift F3 of the upper rear propeller and the vertical line CZ is α (see the small picture in the lower left corner of the figure below. In order to clearly show the direction of each force, the decomposition diagram of the lift F3 of the upper rear propeller is drawn in the lower left corner of the figure below, and the decomposition diagram of the lift F4 of the rear lower thrust propeller is drawn in the lower right corner of the figure below). The vertical component F3z of the lift F3 of the upper rear propeller is vertically upward, F3z=F3*cos(α), and the horizontal component F3y of the lift F3 of the upper rear propeller is horizontally to the left, F3y=F3*sin(α).

[0158] The acute angle between the rotating plane M4 of the rear down-thrust propeller 4 and the horizontal plane SP is α, the lift F4 of the rear down-thrust propeller is directed to the upper right, and the acute angle between the lift F4 of the rear down-thrust propeller and the vertical line CZ is α (see the small figure in the lower right corner of the figure below), the vertical component F4z of the lift F4 of the rear down-thrust propeller is vertically upward, F4z=F4*cos(α), and the horizontal component F4y of the lift F4 of the rear down-thrust propeller is horizontally to the right, F4y=F4*sin(α). α is selected between 4° and 45°.

[0159] Five electric regulators are connected to five motors respectively, and a flight controller is connected to the five 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 up-and-down tilting twin-tail-rotor multi-propeller aircraft of the fourth embodiment.

[0160] Figure 8 It is a flight principle diagram of an up and down tilted twin-tail-rotor multi-propeller aircraft according to a fourth embodiment of the present invention.

[0161] Figure 8 In the figure, the thick line extending to the right front from the center of gravity P of the aircraft represents the line connecting the rotation center of the right front propeller 1 and the center of gravity P, and its length is dp. The thick line extending to the left front from the center of gravity P of the aircraft represents the line connecting the rotation center of the left front propeller 2 and the center of gravity P, and its length is also dp. The angle between these two lines is 120°. The thick line extending to the rearward from the center of gravity P of the aircraft represents the line connecting the projection point of the rotation center of the rear upper propeller 3 and the rear lower thrust propeller 4 on the axis of the rear arm 33 and the center of gravity P, and its length is dp2. The angle between two adjacent lines of these three lines is 120°.

[0162] The acute angle between the line connecting the rotation center of the right front propeller 1 and the center of gravity P and the longitudinal axis X of the aircraft is equal to the acute angle between the line connecting the rotation center of the left front propeller 2 and the center of gravity P and the longitudinal axis X of the aircraft, and this acute angle is 60°.

[0163] The rotation center of the middle large propeller 5 overlaps with the center of gravity P of the aircraft, and the middle large propeller 5 rotates S clockwise.

[0164] The right front propeller 1 and the left front propeller 2 have the same size and the same parameters of the corresponding drive motors. At the same throttle, the lift of the right front propeller 1 and the left front propeller 2 are the same. Suppose the right front propeller 1 rotates counterclockwise by N, and the left front propeller 2 rotates counterclockwise by N.

[0165] The upper rear propeller 3 and the lower rear thrust propeller 4 have the same size, the corresponding drive motors have the same parameters, and at the same throttle, the lift of the upper rear propeller 3 and the lower rear thrust propeller 4 are the same, and the rotation directions of the upper rear propeller 3 and the lower rear thrust propeller 4 are opposite.

[0166] At the same throttle, the lift of the middle large propeller 5 is greater than the lift of the right front propeller 1 , and the lift of the right front propeller 1 is greater than the lift of the rear upper propeller 3 .

[0167] Comparison of the third embodiment Figure 6 and the fourth embodiment Figure 8 , the forces in the vertical direction are the same.

[0168] The hovering equation for an aircraft is also (see Figure 7 The following figure, Figure 6 illustrate): F1+F2+F3*cos(α)+F4*cos(α)+F5=Pf……………………(1-3).

[0169] The aircraft ascent equation is also: (F1+df)+(F2+df)+(F3+df)*cos(α)+(F4+df)*cos(α)+F5>Pf.

[0170] ………………………………(1-4).

[0171] Where df is the change in lift.

[0172] The aircraft descent equation is also: (F1-df)+(F2-df)+(F3-df)*cos(α)+(F4-df)*cos(α)+F5<Pf.

[0173] …… ...

[0174] The roll balance equation for the aircraft is also: F1* dp*sin(60) = F2* dp*sin(60)…………(2).

[0175] The balance equation for the aircraft rolling to the left is also: (F1+df)*dp*sin(60)>(F2-df)*dp*sin(60)…………(2-1).

[0176] The balance equation for the aircraft rolling to the right is also: (F1-df)*dp*sin(60)<(F2+df)*dp*sin(60)…………(2-2).

[0177] The pitch balance equation of the aircraft is also: F1*dp*cos(60)+F2*dp*cos(60)= F3*cos(α)*dp2+ F4*cos(α)*dp2.

[0178] …………………………(3).

[0179] The aircraft pitch equation is also: (F1+df)*dp*cos(60)+(F2+df)*dp*cos(60)>.

[0180] (F3-df)*cos(α)*dp2+ (F4-df)*cos(α)*dp2………………(3-1).

[0181] The aircraft pitch equation is also: (F1-df)*dp*cos(60)+(F2-df)*dp*cos(60)<.

[0182] (F3+df)*cos(α)*dp2+(F4+df)*cos(α)*dp2………………(3-2).

[0183] The torque that turns the aircraft to the left is (see Figure 7 (Figure below), F4y*dp2=F4*sin(α)*dp2.

[0184] The large propeller 5 in the middle rotates clockwise by S, and its counter-torque Nj5 causes the aircraft to rotate counterclockwise by N, that is, the aircraft turns left.

[0185] The torque that turns the aircraft to the right is F3y*dp2=F3*sin(α)*dp2.

[0186] The right front propeller 1 rotates counterclockwise N, and its reaction torque Sj1 causes the aircraft to rotate clockwise S. The left front propeller 2 rotates counterclockwise N, and its reaction torque Sj2 causes the aircraft to rotate clockwise S, that is, the aircraft turns right.

[0187] The aircraft heading balance equation is: F3*sin(α)*dp2+Sj1+Sj2 = F4*sin(α)*dp2+Nj5………………(4-8).

[0188] The lift differential of the rear upper propeller 3 and the rear lower thrust propeller 4 controls the heading of the aircraft.

[0189] The equation for turning the aircraft right is: (F3+df)*sin(α)*dp2+Sj1+Sj2>(F4-df)*sin(α)*dp2+Nj5…(4-9).

[0190] The equation for turning the aircraft left is: (F3-df)*sin(α)*dp2+Sj1+Sj2<(F4+df)*sin(α)*dp2+Nj5…(4-10).

[0191] From equations (2), (2-1) and (2-2) of the roll control relationship, equations (3), (3-1) and (3-2) of the pitch control relationship, and equations (4-8), (4-9) and (4-10) of the heading control relationship, it can be seen that the right front propeller 1 of the fourth embodiment only participates in the roll and pitch control, but not in the heading control; the left front propeller 2 only participates in the roll and pitch control, but not in the heading control; the rear upper propeller 3 only participates in the pitch and heading control, but not in the roll control; the rear lower thrust propeller 4 only participates in the pitch and heading control, but not in the roll control.

[0192] In the fourth embodiment, during the process of manipulating the attitude of the aircraft, each propeller is only involved in two of the three manipulations of pitch, roll and heading. Therefore, the corresponding drive motor of each propeller has 25 throttle strokes, which is more than the 16.7 throttle strokes of a conventional multi-propeller aircraft. The ability to manipulate pitch, roll and heading is enhanced, and the wind resistance is correspondingly enhanced.

[0193] Fig. 9 It is a connection schematic diagram of a transversely opened V-shaped dual-motor mounting seat of an up-and-down tilted dual-tail-rotor multi-propeller aircraft of the present invention.

[0194] Fig. 9 In the above figure, the screw 41 fastens the rear upper propeller 3 to the rear upper motor 13, the screw 41 connects the rear upper motor 13 connected to the rear upper propeller 3 to the upper motor mounting plate 24-11 of the upper motor mounting seat of the transversely open V-shaped dual motor mounting seat, and the screw 41 connects the upper motor mounting plate 24-11 connected to the rear upper propeller 3 and the rear upper motor 13 to the upper V-arm 24-1 of the transversely open V-shaped dual motor mounting seat.

[0195] The screw 41 fastens the rear lower thrust propeller 4 to the rear lower motor 14, the screw 41 connects the rear lower motor 14 connected with the rear lower thrust propeller 4 to the lower motor mounting plate 24-22 of the lower motor mounting seat of the transversely opening V-shaped dual motor mounting seat, and the screw 41 connects the lower motor mounting plate 24-22 connected with the rear lower thrust propeller 4 and the rear lower motor 14 to the lower V-arm 24-2 of the transversely opening V-shaped dual motor mounting seat.

[0196] The upper motor mounting plate 24-11 of the upper motor mounting seat of the transversely opening V-shaped dual motor mounting seat and the upper V-arm 24-1 of the transversely opening V-shaped dual motor mounting seat constitute the upper motor mounting seat 23-1 of the transversely opening V-shaped dual motor mounting seat, and the lower motor mounting plate 24-22 of the lower motor mounting seat of the transversely opening V-shaped dual motor mounting seat and the lower V-arm 24-2 of the transversely opening V-shaped dual motor mounting seat constitute the lower motor mounting seat 23-2 of the transversely opening V-shaped dual motor mounting seat.

[0197] The upper motor mounting seat 23 - 1 of the transversely opened V-shaped dual motor mounting seat, the lower motor mounting seat 23 - 2 of the transversely opened V-shaped dual motor mounting seat and the transversely opened V-shaped dual motor mounting seat reinforcement plate 24 constitute the transversely opened V-shaped dual motor mounting seat 23 .

[0198] The screws 41 and nuts 43 fasten the transversely opened V-shaped dual motor mounting base 23 to the rear end of the rear machine arm 33. Figure 1 .

[0199] Fig. 9 In the figure below, the connection is completed for the transverse opening V-shaped dual motor mounting seat 23, and the angle between the upper V-arm axis SZ of the transverse opening V-shaped dual motor mounting seat and the lower V-arm axis XZ of the transverse opening V-shaped dual motor mounting seat is θ.

[0200] The relationship between θ and the acute angle between the rotating plane M3 of the rear upper propeller and the horizontal plane SP and the acute angle α between the rotating plane M4 of the rear lower thrust propeller and the horizontal plane SP is: θ=180°-2α……………………(5).

[0201] Fig.10 The schematic diagram of the connection of the main components of the fuselage body 36 of the up and down tilted twin-tail-rotor multi-propeller aircraft of the present invention is shown. The fuselage body 36 is composed of carbon fiber plates, angle aluminum 48, rivets 42, etc.

[0202] Fig.10In the figure, screws 41 connect the middle large propeller 5 to the middle large motor 15, screws 41 connect the middle large motor 15 to the small tower top plate 45 with motor mounting holes, and rivets 42 connect the small tower top plate 45 with motor mounting holes connected to the middle large propeller 5 and the middle large motor 15 to the angle aluminum 48 on the top of the small tower 25, forming the top of the small tower 25.

[0203] The long screws 43 and nuts 44 connect the rear tube seat 53 to the upper rear ends of the left and right tube seat upper mounting plates 49 and the lower rear end of the rear tube seat upper mounting plate 49-1.

[0204] The long screw 43 and the nut 44 connect the right front pipe seat 51 to the right front lower part of the left and right pipe seat upper layer mounting plate 49 and the right front upper part of the left and right pipe seat lower layer mounting plate 50.

[0205] The long screw 43 and the nut 44 connect the left front pipe seat 52 to the left front lower part of the left and right pipe seat upper layer mounting plate 49 and the left front upper part of the left and right pipe seat lower layer mounting plate 50.

[0206] See also Figure 1 The right front machine arm 31 is connected to the right front pipe seat 51 and is fastened by screws 41 and positioned by rivets 42 to prevent the right front machine arm 31 and the right front pipe seat 51 from sliding relative to each other.

[0207] The connection method between the left front machine arm 32 and the left front pipe seat 52 is the same as the connection method between the right front machine arm 31 and the right front pipe seat 51 .

[0208] The connection method between the rear arm 33 and the rear tube base 53 is the same as the connection method between the right front arm 31 and the right front tube base 51 .

[0209] from Figure 6 , Figure 8 It can be seen from the description that the lift F5 of the middle large propeller does not participate in manipulating the pitch, roll and heading of the aircraft. Therefore, the sensitivity of the speed change of the middle large propeller 5 is not high. The diameter of the middle large propeller 5 can be larger to increase the load capacity of the aircraft. The middle large motor 15 that drives the middle large propeller 5 can be driven by a fuel engine to form a hybrid aircraft, thereby extending the flight time of the aircraft.

[0210] When the diameter of the large middle propeller 5 is larger, during the forward flight of the aircraft, the forward blade of the large middle propeller 5 is accelerated, the backward blade is decelerated, the forward blade lift increases, and the backward blade lift decreases, and a large alternating torque is generated in the large middle propeller 5. This alternating torque generates a large vibration and affects the life of the blade. In order to eliminate this alternating torque, a swingable propeller is used instead of the large middle propeller 5, see Fig.11 illustrate.

[0211] Fig.11 It is a schematic diagram of the connection of the propeller flapping components of the up and down tilted twin-tail-rotor multi-propeller aircraft of the present invention.

[0212] Fig.11 In the above figure, screws 41 and nuts 44 fasten the middle large waving propeller 5-1 to the seesaw propeller clamp 55 with hinged ears, and the hinge shaft 58 passes through the right hinge hole 57 of the seesaw U-shaped seat 56, the right positioning retaining ring 59, the two hinge holes 57 of the seesaw propeller clamp 55 with hinged ears, the left positioning retaining ring 59, and the left hinge hole 57 of the seesaw U-shaped seat 56, and is fixed by two nuts 44. Two hairpin pins are inserted into the positioning holes of the hinge shaft 58 to prevent the two nuts 44 from loosening, and the seesaw propeller clamp 55 with hinged ears connected to the middle large waving propeller 5-1 is hinged in the seesaw U-shaped seat 56.

[0213] The screw 41 connects the seesaw U-shaped seat 56 to the middle large motor 15, and the middle large motor 15 is connected to the top of the small tower 25.

[0214] Fig.11 In the figure below, the middle large motor 15 connected to the small tower 25 rotates, driving the seesaw U-shaped seat 56 to rotate, and the middle large waving propeller 5-1 rotates accordingly. Assuming that the middle large waving propeller 5-1 rotates counterclockwise by N, when the aircraft flies forward, the right blade accelerates forward, the lift increases, and the left blade decelerates backward, the lift decreases, the right blade of the middle large waving propeller 5-1 swings upward, and the left blade swings downward. This eliminates the alternating torque.

[0215] The middle large motor 15 driving the middle large propeller 5 can be driven by a fuel engine. In order to reduce the impact of the fuel engine vibration on flight control, a shock absorber connection is required when connecting the fuel engine. Fig.12 .

[0216] Fig.12 The invention is a schematic diagram of a fuel engine connected to a shock absorber of an up-and-down tilted twin-tail-rotor multi-propeller aircraft.

[0217] Fig.12 In the above figure, the middle large propeller 5 is connected to the output shaft 15-2 of the middle large fuel engine 15-1. The middle large fuel engine mounting base 15-3 has four mounting holes. The long screw 43 passes through one of the mounting holes of the middle large fuel engine mounting base 15-3, the middle mounting hole of the bell-shaped shock absorber 61, one of the mounting holes of the small tower top plate 45-1 with the fuel engine mounting hole, and the middle mounting hole of the other inverted bell-shaped shock absorber 61, and the connecting nut 44 is used to fasten the above components together.

[0218] The other three mounting holes of the middle large fuel engine mounting base plate 15-3 are all connected to the bell-shaped shock absorber 61 in the same way.

[0219] Two screws 43 pass through the two mounting holes next to the bell-shaped shock absorber 61, the mounting hole of the small tower top plate 45-1 with the fuel engine mounting hole, and the two mounting holes next to the other inverted bell-shaped shock absorber 61, and connect the nuts 44 to fix the two bell-shaped shock absorbers 61 on the upper and lower sides of the small tower top plate 45-1 with the fuel engine mounting hole.

[0220] Fig.12 In the figure below, four bell-shaped shock absorbers 61 are on the top of the small tower top plate 45-1 with the fuel engine mounting holes, and four bell-shaped shock absorbers 61 are on the bottom of the small tower top plate 45-1 with the fuel engine mounting holes, connecting the middle large fuel engine 15-1 to the small tower top plate 45-1 with the fuel engine mounting holes.

[0221] Fig.13 The invention is a schematic diagram of a fuel engine connecting small tower of an up-and-down tilting twin-tail-rotor multi-propeller aircraft.

[0222] Fig.13 In the upper part, the rivet 42 connects the small tower top plate 45-1 with the fuel engine mounting hole connected to the middle large fuel engine 15-1 through eight bell-shaped shock absorbers 61 to the angle aluminum 48 at the top of the small tower 25.

[0223] Fig.13 The middle large propeller 5 and the middle large fuel engine 15-1 are connected to the top of the small tower 25, forming an oil-electric hybrid up-and-down tilted double tail propeller multi-propeller aircraft (see Figure 5 , Figure 7 , the central large fuel engine 15-1 replaces the central large motor 5), extending the flight time of the aircraft.

[0224] Fig.14 The invention is a schematic diagram of a fuel engine connected to a waving propeller of an up-and-down tilting twin-tail-rotor multi-propeller aircraft.

[0225] and Fig.11 The middle large waving propeller 5-1 is connected to the middle large motor 15, and the middle large waving propeller 5-1 is connected to the middle large fuel engine 15-1.

[0226] Fig.14 In the embodiment, screw 41 connects the seesaw U-shaped seat 56 to which the middle large swinging propeller 5-1 is hinged to the output shaft 15-2 of the middle large fuel engine.

[0227] Fig.11The seesaw U-shaped seat 56 is directly connected to the middle large motor 15. When the middle large motor 15 stops rotating, the seesaw U-shaped seat 56 stops rotating accordingly, and the middle large waving propeller 5-1 stops rotating, and the middle large waving propeller 5-1 does not generate lift.

[0228] Fig.14 The seesaw U-shaped seat 56 is directly connected to the output shaft 15-2 of the middle large fuel engine. When the middle large fuel engine 15-1 stops rotating, the seesaw U-shaped seat 56 stops rotating accordingly, and the middle large waving propeller 5-1 stops rotating, and the middle large waving propeller 5-1 does not generate lift.

[0229] In order to stop the rotation of the middle large motor 15, or the middle large fuel engine 15-1, the middle large swinging propeller 5-1 can continue to rotate due to inertia, the seesaw U-shaped seat 56 is connected to the output shaft of the middle large motor 15 or the output shaft 15-2 of the middle large fuel engine through a one-way bearing (also called an overrunning clutch), see Fig.15 .

[0230] Fig.15 It is a schematic diagram of a waving propeller assembly connected to a one-way bearing of an up-and-down tilting twin-tail-rotor multi-propeller aircraft of the present invention.

[0231] Fig.15 In the above figure, the upper sleeve 62 passes through the plane pressure bearing 64, the one-way bearing 66, the one-way bearing seat hole 67 of the seesaw U-shaped seat 56-1 with a one-way bearing seat hole, another plane pressure bearing 64, the lower sleeve 63, and the connecting main shaft 65 (the main shaft 65 is the output shaft of the middle large motor or the output shaft of the middle large fuel engine).

[0232] The outer ring of the one-way bearing 66 is tightly connected with the one-way bearing seat hole 67 of the seesaw type U-shaped seat 56-1 with the one-way bearing seat hole, so that the one-way bearing 66 and the seesaw type U-shaped seat 56-1 with the one-way bearing seat hole do not slide relative to each other.

[0233] The screw 41 passes through the mounting hole 46 of the lower sleeve 63 , the mounting hole 46 of the upper sleeve 62 , and the mounting hole 46 of the main shaft 6 , and fastens the lower sleeve 63 , the upper sleeve 62 , and the main shaft 65 together, and the lower sleeve 63 and the upper sleeve 62 rotate synchronously with the main shaft 65 .

[0234] Fig.15In the lower figure, the middle large swinging propeller 5-1 is hinged on the seesaw type U-shaped seat 56-1 with a one-way bearing seat hole, which is connected with a one-way bearing 66 (the one-way bearing 66 is not visible in the one-way bearing seat hole 67 of the seesaw type U-shaped seat 56-1 with a one-way bearing seat hole, see the upper figure). Assume that when the upper sleeve 62 rotates counterclockwise by N, the one-way bearing 66 holds the upper sleeve 62 tightly, and the one-way bearing 66 rotates together with the upper sleeve 62, and the seesaw type U-shaped seat 56-1 with the one-way bearing seat hole follows the rotation, and the upper sleeve 62 rotates clockwise by S, and the one-way bearing 66 releases the upper sleeve 62, and the one-way bearing 66 does not rotate with the upper sleeve 62, and the seesaw type U-shaped seat 56-1 with the one-way bearing seat hole does not rotate with the upper sleeve 62.

[0235] When the main shaft 65 (the main shaft 65 is the output shaft of the middle large motor or the output shaft of the middle large fuel engine) rotates counterclockwise by N, the lower sleeve 63 and the upper sleeve 62 rotate counterclockwise accordingly, the one-way bearing 66 holds the upper sleeve 62 tightly, the one-way bearing 66 rotates together with the upper sleeve 62, the seesaw type U-shaped seat 56-1 with the one-way bearing seat hole rotates accordingly, and the middle large waving propeller 5-1 rotates counterclockwise by N to generate lift.

[0236] When the motor stops rotating due to damage or the fuel engine stops rotating due to damage, the main shaft 65 stops rotating, and the upper sleeve 62 stops rotating. Since the one-way bearing 66 rotates counterclockwise by N, which is equivalent to the upper sleeve 62 rotating clockwise, the one-way bearing 66 loosens the upper sleeve 62 and continues to rotate counterclockwise by N under the action of inertia. The seesaw U-shaped seat 56-1 with the one-way bearing seat hole continues to rotate counterclockwise by N, and the large swinging propeller 5-1 in the middle continues to rotate counterclockwise by N, still generating lift, so that the aircraft enters the autorotation state and makes an emergency landing, thereby improving the safety of the aircraft.

[0237] Fig.16 One flapping propeller assembly and another flapping propeller assembly are shown.

[0238] Fig.16 In the above figure, screws 41 and nuts 44 fasten the middle large waving propeller 5-1 to the plane seesaw propeller clamp 68, and the hinge shaft 58 passes through the hinge hole 57 of the plane seesaw propeller clamp 68 and the hinge hole 57 of the main shaft 65 (the main shaft 65 is the output shaft of the middle large motor or the output shaft of the middle large fuel engine), and is fixed by two nuts 44. Two hairpin pins are inserted into the positioning holes of the hinge shaft 58 to prevent the two nuts 44 from loosening. The plane seesaw propeller clamp 68 connected to the middle large waving propeller 5-1 is hinged to the main shaft 65, and the middle large waving propeller 5-1 can swing up and down around the hinge shaft 58.

Claims

1. An up and down tilted twin tail rotor multi-propeller aircraft, wherein the fuselage with a small tower on top 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 rear part of the fuselage body is connected to the rear arm, and the rear end of the rear arm is connected to the transverse opening V-shaped dual motor mounting seat, the rear upper propeller is connected to the upper motor mounting seat of the transverse opening V-shaped dual motor mounting seat, and the rear lower thrust propeller is connected to the lower motor mounting seat of the transverse opening V-shaped dual motor mounting seat. Four electric regulators are respectively connected to the four motors, and the flight controller is connected to the four electric regulators to form an up and down tilted double tail rotor multi-propeller aircraft, which is characterized by: The lift of the right front propeller and the left front propeller is vertically upward, the acute angle between the rotating plane of the upper rear propeller and the horizontal plane is α, the lift of the upper rear propeller is to the upper right, and this lift is decomposed into a horizontal right component and a vertical upward component. The acute angle between the rotating plane of the rear lower thrust propeller and the horizontal plane is α, and the lift of the rear lower thrust propeller is to the upper left, and this lift is decomposed into a horizontal left component and a vertical upward component. Alternatively, the acute angle between the rotating plane of the upper rear propeller and the horizontal plane is α, and the lift of the upper rear propeller The force is directed to the upper left, and this lift is decomposed into a horizontal left component and a vertical upward component. The acute angle between the rotation plane of the rear lower thrust propeller and the horizontal plane is α. The lift of the rear lower thrust propeller is directed to the upper right, and this lift is decomposed into a horizontal right component and a vertical upward component. α is selected between 4° and 45°. At the same throttle, the lift of the right front propeller is the same as the lift of the left front propeller, the lift of the rear upper propeller is the same as the lift of the rear lower thrust propeller, and the lift of the right front propeller is greater than the lift of the rear upper propeller. The vertical upward lift of the right front propeller, the vertical upward lift of the left front propeller, the vertical upward component of the upper rear propeller and the vertical upward component of the lower rear thrust propeller jointly control the vertical rise and fall of the aircraft. The lift of the right front propeller and the left front propeller differentially control the roll of the aircraft. The lift of the right front propeller, the lift of the left front propeller and the vertical upward component of the upper rear propeller and the vertical upward component of the lower rear thrust propeller differentially control the pitch of the aircraft. The horizontal component of the upper rear propeller and the horizontal component of the lower rear thrust propeller differentially control the heading. Among the three manipulations of pitch, roll and heading, the propeller involved in controlling the attitude of the aircraft only participates in two of them, the available throttle travel of the corresponding drive motor of the propeller is increased, the ability to control pitch, roll and heading is increased, and the wind resistance of the aircraft is enhanced.

2. The dual offset vertical tail propeller multi-propeller aircraft according to claim 1, characterized in that: The middle large propeller and the middle large motor are connected in sequence on the top of the small tower. The middle large propeller does not control the pitch, roll and heading of the aircraft. At the same throttle, the lift of the middle large propeller is greater than the lift of the right front propeller, increasing the load of the aircraft. The middle large propeller can be connected to the propeller by a flapping assembly to form a flapping propeller, or a one-way bearing and a flapping assembly can be used to connect the propeller. The middle large propeller is driven by an electric motor or a fuel engine.

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