Device for controlling pitching and heading through combination of three thrust propellers

Abstract

A device for controlling pitching and heading through combination of three thrust propellers is characterized in that three water tower type motor mounting seats of a Y-shaped motor mounting seat are rotationally arranged around the central axis of a circular arm mounting seat, the included angle between every two adjacent water tower type motor mounting seats is 120 degrees, a lower motor and a lower thrust propeller are sequentially connected to the lower portion of the lower water tower type motor mounting seat, and the lower water tower type motor mounting seats are connected to the lower portion of the lower thrust propeller; the left inclined motor and the left inclined thrust propeller are sequentially connected to the left inclined water tower type motor mounting seat, and the right inclined motor and the right inclined thrust propeller are sequentially connected to the right inclined water tower type motor mounting seat, so that the three-thrust-propeller combined pitching and heading control device is formed. The vertical downward component force of the lift force of the left oblique thrust propeller and the right oblique thrust propeller and the vertical upward lift force of the lower thrust propeller differentially control the pitching of the aircraft, the horizontal component force of the lift force of the left oblique thrust propeller and the right oblique thrust propeller differentially control the course of the aircraft, and the course of the aircraft is controlled through torque. And the course control capability is high.

Description

Technical Field

[0001] The present invention relates to a pitch and yaw control device for a multi-propeller aircraft, in particular to a combined pitch and yaw control device for a multi-propeller aircraft that manipulates the pitch and yaw of the aircraft by changing the lift of three thrust propellers. Background Art

[0002] Currently, for well-known multi-propeller aircraft, such as four-propeller aircraft, the pitch is manipulated by the moment differential generated by the lift differential between the front two propellers and the rear two propellers, the roll is manipulated by the moment differential generated by the lift differential between the right two propellers and the left two propellers, and the yaw is manipulated by the anti-torque differential generated by the lift differential between two propellers at one diagonal and two propellers at the other diagonal; since the moment is larger than the anti-torque, the ability to manipulate the yaw of the aircraft is poorer than the ability to manipulate the roll and pitch of the aircraft. As the load of the multi-propeller aircraft increases, the moment of inertia of the aircraft increases, and the ability to manipulate the yaw of the aircraft by relying on the anti-torque of the propellers decreases relatively. Summary of the Invention

[0003] In order to solve the problem that the yaw control ability of the existing multi-propeller aircraft decreases due to the increase in the moment of inertia of the aircraft, the present invention provides a combined pitch and yaw control device for three thrust propellers, which manipulates the pitch and yaw by using the moment change generated by the lift change of the propellers, and improves the ability to manipulate the yaw of the aircraft.

[0004] The technical solution adopted by the present invention to solve its technical problems is as follows: The center of the Y-shaped motor mount is a circular arm mount for connecting the rear arm of the aircraft. Outside the arm mount of the Y-shaped motor mount are three water tower-shaped motor mounts, which are arranged in a rotational manner around the central axis of the circular arm mount. They are a lower water tower-shaped motor mount vertically downward, a left inclined water tower-shaped motor mount inclined upward to the left, and a right inclined water tower-shaped motor mount inclined upward to the right. The included angle between two adjacent water tower-shaped motor mounts is 120°.

[0005] The lower water tower-shaped motor mount of the Y-shaped motor mount is connected to a lower motor below, the lower motor is connected to a lower thrust propeller below, the left inclined water tower-shaped motor mount is connected to a left inclined motor above, the left inclined motor is connected to a left inclined thrust propeller above, the right inclined water tower-shaped motor mount is connected to a right inclined motor above, and the right inclined motor is connected to a right inclined thrust propeller above.

[0006] The lift of the downward thrust propeller is vertically upward, the lift of the left inclined thrust propeller is downward to the right, the lift of the right inclined thrust propeller is downward to the left. The included angle between the lift of the left inclined thrust propeller and the lift of the downward thrust propeller is 120°, and the included angle between the lift of the right inclined thrust propeller and the lift of the downward thrust propeller is 120°, that is, the included angle between the lifts of adjacent two thrust propellers is 120°.

[0007] This constitutes a combined control pitch and heading device with three thrust propellers.

[0008] Since the lift of the left inclined thrust propeller is downward to the right, the horizontal component force of the lift of the left inclined thrust propeller is to the right, the lift of the right inclined thrust propeller is downward to the left, and the horizontal component force of the lift of the right inclined thrust propeller is to the left. These two horizontal component forces are in opposite directions. When the combined control pitch and heading device with three thrust propellers is connected to the tail of the aircraft far from the center of gravity, the moments generated by these two horizontal component forces in opposite directions can control the heading of the aircraft. When these two horizontal component forces in opposite directions are equal, the heading of the aircraft remains in its original state. When the lifts of the left inclined thrust propeller and the right inclined thrust propeller are differential, these two horizontal component forces in opposite directions are also differential. For example, if the lift of the left inclined thrust propeller is greater than the lift of the right inclined thrust propeller, the horizontal component force of the lift of the left inclined thrust propeller to the right is greater than the horizontal component force of the lift of the right inclined thrust propeller to the left. The moment generated by the difference between these two component forces makes the aircraft turn to the left, and vice versa makes the aircraft turn to the right.

[0009] Since the lift of the left inclined thrust propeller is downward to the right, the vertical component force of the lift of the left inclined thrust propeller is vertically downward, the lift of the right inclined thrust propeller is downward to the left, and the vertical component force of the lift of the right inclined thrust propeller is vertically downward. These two vertically downward component forces are opposite to the vertically upward lift of the downward thrust propeller. When the combined control pitch and heading device with three thrust propellers is connected to the tail of the aircraft far from the center of gravity, the moments generated by these two vertically downward component forces and the vertically upward lift of the downward thrust propeller can control the pitch of the aircraft. When these two vertically downward component forces are equal to the vertically upward lift of the downward thrust propeller, the pitch of the aircraft remains in its original state. When the lifts of the left inclined thrust propeller, the right inclined thrust propeller and the downward thrust propeller are differential, the vertically downward component forces of the left inclined thrust propeller and the right inclined thrust propeller and the vertically upward lift of the downward thrust propeller are also differential. For example, if the sum of the vertically downward component forces of the left inclined thrust propeller and the right inclined thrust propeller is greater than the vertically upward lift of the downward thrust propeller, the moment generated by this force difference makes the aircraft pitch backward, and vice versa makes the aircraft pitch forward.

[0010] The technical solution of the present invention is a three-thrust-propeller combination for controlling the pitch and heading device, which consists of three thrust propellers connected to a Y-shaped motor mount. By using the differential force in the horizontal direction caused by the differential lift of the left inclined thrust propeller with lift to the lower right and the right inclined thrust propeller with lift to the lower left, the torque is used to control the heading of the aircraft. Applied to multi-propeller aircraft, it can improve the heading control ability of the aircraft.

[0011] At the same time, by using the sum of the vertical downward components of the lift of the left inclined thrust propeller and the right inclined thrust propeller and the differential torque generated by the differential lift of the lower thrust propeller vertically upward to control the pitch of the aircraft, the three-thrust-propeller combination for controlling the pitch and heading device has the ability to control the pitch and heading of the aircraft.

[0012] The three-thrust-propeller combination for controlling the pitch and heading device has the advantages of compact structure and easy manufacturing. Connected to the tail of the multi-propeller aircraft, it enables the multi-propeller aircraft to control the heading without using anti-torque, but by using torque to control the heading, which improves the heading control ability of the multi-propeller aircraft. Description of the Drawings

[0013] The present invention will be further described below in conjunction with the drawings and embodiments.

[0014] Figure 1 It is a schematic diagram of the structure of the three-thrust-propeller combination for controlling the pitch and heading device of the present invention.

[0015] Figure 2 It is a schematic diagram of the working principle of the three-thrust-propeller combination for controlling the pitch and heading device of the present invention.

[0016] Figure 3 It is a schematic diagram of the connection of the three-thrust-propeller combination for controlling the pitch and heading device of the present invention.

[0017] Figure 4 It is a schematic diagram of the structure of the three-thrust-propeller combination for controlling the pitch and heading device applied to a multi-propeller aircraft of the present invention.

[0018] Figure 5 It is a schematic diagram of the flight principle of the three-thrust-propeller combination for controlling the pitch and heading device applied to a multi-propeller aircraft of the present invention.

[0019] In the figure: 1. Lower thrust propeller, 2. Left inclined thrust propeller, 3. Right inclined thrust propeller, 4. Right propeller, 5. Left propeller, 6. Medium and large propeller, 11. Lower motor, 12. Left inclined motor, 13. Right inclined motor, 14. Right motor, 15. Left motor, 16. Medium and large motor, 20. Y-shaped motor mount, 21. Lower water tower-shaped motor mount, 22. Left inclined water tower-shaped motor mount, 23. Right inclined water tower-shaped motor mount, 24. Arm mount, 25. Motor shaft clearance hole, 26. Motor mounting hole, 27. Process hole, 28. Screw, 29. Strapping hole, 34. Right motor mount, 35. Left motor mount, 36. Middle small tower, 41. Right horizontal arm, 42. Left horizontal arm, 43. Longitudinal rear arm, 90. Three-thrust-propeller combined pitch and heading control device, F1. Lift of the lower thrust propeller, F2. Lift of the left inclined thrust propeller, F3. Lift of the right inclined thrust propeller, F2z. Vertical component of the lift of the left inclined thrust propeller, F3z. Vertical component of the lift of the right inclined thrust propeller, F2y. Horizontal component of the lift of the left inclined thrust propeller, F3y. Horizontal component of the lift of the right inclined thrust propeller, X. Longitudinal line, Y. Horizontal line (or transverse line), Z. Vertical line, M1. Rotating plane of the lower thrust propeller, M2. Rotating plane of the left inclined thrust propeller, M3. Rotating plane of the right inclined thrust propeller, Q. Center of the three-thrust-propeller combined pitch and heading control device, Qp. Distance from the center point Q of the three-thrust-propeller combined pitch and heading control device to the center of gravity P of the aircraft, dp. Distance from the rotation center of the right propeller or left propeller to the center of gravity P of the aircraft, N. Propeller rotates counterclockwise, S. Propeller rotates clockwise.

[0020] The circle with an arrow represents the virtual circle of the propeller tip and the rotation direction. The "." before the lift symbol represents that the lift is vertically upward, and the "×" before the lift symbol represents that the lift is vertically downward.

[0021] Term Explanation: Propellers are divided into "pull propellers" and "thrust propellers" according to the direction of the airflow. The propeller through which the airflow flows towards the corresponding drive motor or fuel engine is called a "pull propeller", and the propeller through which the airflow flows from the drive motor or fuel engine to the propeller is called a "thrust propeller". The propellers not specified in this description refer to "pull propellers". Embodiment

[0022] Figure 1 It is a schematic structural diagram of the three-thrust-propeller combined pitch and heading control device of the present invention.

[0023] Figure 1 In (seeFigure 2 ), the center of the Y-shaped motor mount 20 is a circular arm mount 24 that connects to the rear arm of the aircraft. Outside the arm mount 24 of the Y-shaped motor mount 20 are three water tower-shaped motor mounts. The three water tower-shaped motor mounts are arranged in a rotational pattern around the central axis of the circular arm mount 24. They are the downward-facing lower water tower-shaped motor mount 21, the left-inclined water tower-shaped motor mount 22 that slopes upward to the left, and the right-inclined water tower-shaped motor mount 23 that slopes upward to the right. The angle between adjacent two water tower-shaped motor mounts is 120°.

[0024] The Y-shaped motor mount 20 can be manufactured by 3D printing with aluminum alloy, making the arm mount 24, the lower water tower-shaped motor mount 21, the left-inclined water tower-shaped motor mount 22 that slopes upward to the left, and the right-inclined water tower-shaped motor mount 23 that slopes upward to the right form an integral Y-shaped motor mount 20 (see Figure 3 ).

[0025] The lower water tower-shaped motor mount 21 of the Y-shaped motor mount 20 is connected to the lower motor 11 below, and the lower motor 11 is connected to the lower thrust propeller 1 below. The left-inclined water tower-shaped motor mount 22 is connected to the left-inclined motor 12 above, and the left-inclined motor 12 is connected to the left-inclined thrust propeller 2 above. The right-inclined water tower-shaped motor mount 23 is connected to the right-inclined motor 13 above, and the right-inclined motor 13 is connected to the right-inclined thrust propeller 3 above.

[0026] The lift F1 of the lower thrust propeller is vertically upward, the lift F2 of the left-inclined thrust propeller is downward to the right, and the lift F3 of the right-inclined thrust propeller is downward to the left. The angle between the lift F2 of the left-inclined thrust propeller and the lift F1 of the lower thrust propeller is 120°, and the angle between the lift F3 of the right-inclined thrust propeller and the lift F1 of the lower thrust propeller is 120°. That is, the angle between the lifts of adjacent two thrust propellers is 120°.

[0027] This constitutes the three-thrust-propeller combined pitch and yaw control device 90. The center of the arm mount 24 is also the center of the entire three-thrust-propeller combined pitch and yaw control device 90. The working principle is shown in Figure 2 .

[0028] Figure 2 is a schematic diagram of the working principle of the three-thrust-propeller combined pitch and yaw control device 90 of the present invention.

[0029] Figure 2 in (see Figure 1), Z represents a vertical line, Y represents a horizontal line, Q represents the center point of the combined pitch and yaw control device 90 of the three thrust propellers. This center point is set at the intersection of the Z vertical line and the Y horizontal line. Suppose the combined pitch and yaw control device 90 of the three thrust propellers is applied to an aircraft, and the distance from this center Q to the center of gravity of the aircraft is Qp (see Figure 5 ); the distances from the rotation planes M1 of the lower thrust propeller, M2 of the left inclined thrust propeller, and M3 of the right inclined thrust propeller to this center point Q are equal.

[0030] Suppose the lower thrust propeller 1, the left inclined thrust propeller 2, and the right inclined thrust propeller 3 have the same size, and the lower motor 11, the left inclined motor 12, and the right inclined motor 13 have the same parameters. When the throttle is the same, the lift forces of the lower thrust propeller 1, the left inclined thrust propeller 2, and the right inclined thrust propeller 3 are the same. The rotation directions of the left inclined thrust propeller 2 and the right inclined thrust propeller 3 are the same, and the rotation direction of the lower thrust propeller 1 is opposite to that of the left inclined thrust propeller 2 (when setting the rotation directions of these three thrust propellers, at most two thrust propellers have the same rotation direction, and there are multiple rotation direction combinations for the three thrust propellers).

[0031] Set three electronic speed controllers to connect to the three motors, and the flight controller connects to the three electronic speed controllers. The aircraft controls the voltage changes of the three electronic speed controllers, so that the rotational speeds of the three motors change, driving the lift forces of the three propellers to change, and generating different change combinations of the lift forces of the three propellers.

[0032] The lift force F1 of the lower thrust propeller is vertically upward. The lift force F2 of the left inclined thrust propeller is downward to the right, and the angle between it and the lift force F1 of the lower thrust propeller is 120°. The acute angle between it and the vertical line Z is 60°, and the angle with the horizontal line Y is 30°. The horizontal component F2y of the lift force F2 of the left inclined thrust propeller is horizontally to the right, and the vertical component F2z of the lift force F2 of the left inclined thrust propeller is vertically downward (see the small figure in the lower right corner); the lift force F3 of the right inclined thrust propeller is downward to the left, and the angle between it and the lift force F1 of the lower thrust propeller is 120°. The acute angle between it and the vertical line Z is 60°, and the acute angle with the horizontal line Y is 30°. The horizontal component F3y of the lift force F3 of the right inclined thrust propeller is horizontally to the left, and the vertical component F3z of the lift force F3 of the right inclined thrust propeller is vertically downward (see the small figure in the lower left corner).

[0033] The combined pitch and yaw control device 90 of the three thrust propellers is applied to an aircraft (see Figure 5 ), and the moment that causes the aircraft to pitch forward is: F1*Qp The moment that causes the aircraft to pitch backward is: F2z*Qp + F3z*Qp = F2 * cos(60) * Qp + F3 * cos(60) * Qp The equation for maintaining the pitch balance of the aircraft is: F1 * Qp = F2 * cos(60) * Qp + F3 * cos(60) * Qp Since cos(60) = 0.5, the above equation becomes: F1 * Qp = 0.5 * F2 * Qp + 0.5 * F3 * Qp…………………(1).

[0034] When the throttle is the same, the lift of the downward thrust propeller 1, the left inclined thrust propeller 2, and the right inclined thrust propeller 3 is the same. When the throttle is the same, both sides of equation (1) are equal, and the aircraft is in pitch balance when the lift of the downward thrust propeller 1, the left inclined thrust propeller 2, and the right inclined thrust propeller 3 is equal.

[0035] When the lift of the downward thrust propeller 1 differs from the lift of the left inclined thrust propeller 2 and the right inclined thrust propeller 3, pitch is controlled: When the lift of the downward thrust propeller 1 increases by df and the lift of the left inclined thrust propeller 2 and the right inclined thrust propeller 3 decreases by df, equation (1) becomes: (F1 + df) * Qp > 0.5 * (F2 - df) * Qp + 0.5 * (F3 - df) * Qp…………………(1 - 1).

[0036] Equation (1 - 1) indicates that the moment causing the aircraft to pitch forward is greater than the moment causing the aircraft to pitch backward, and the aircraft pitches forward.

[0037] When the lift of the downward thrust propeller 1 decreases by df and the lift of the left inclined thrust propeller 2 and the right inclined thrust propeller 3 increases by df, equation (1) becomes: (F1 - df) * Qp < 0.5 * (F2 + df) * Qp + 0.5 * (F3 + df) * Qp…………………(1 - 2).

[0038] Equation (1 - 2) indicates that the moment causing the aircraft to pitch forward is less than the moment causing the aircraft to pitch backward, and the aircraft pitches backward.

[0039] The horizontal component F2y of the lift F2 of the left inclined thrust propeller is to the right, and the horizontal component F3y of the lift F3 of the right inclined thrust propeller is to the left.

[0040] The moment causing the aircraft to turn left is: F2y * Qp = F2 * sin(60) = 0.866 * F2 * Qp The moment causing the aircraft to turn right is: F3y * Qp = F3 * sin(60) * Qp = 0.866 * F3 * Qp The equation for balancing the aircraft heading is: 0.866 * F2 * Qp = 0.866 * F3 * Qp................... (2).

[0041] When the throttle is the same, the lift of the left inclined thrust propeller 2 and the right inclined thrust propeller 3 is the same. When the throttle is the same, both sides of equation (2) are equal, and the aircraft heading is in balance when the lift of the left inclined thrust propeller 2 and the right inclined thrust propeller 3 is equal.

[0042] Differential control of the heading by the lift of the left inclined thrust propeller 2 and the lift of the right inclined thrust propeller 3: When the lift of the left inclined thrust propeller 2 increases by df and the lift of the right inclined thrust propeller 3 decreases by df, equation (2) becomes: 0.866 * (F2 + df) * Qp > 0.866 * (F3 - df) * Qp................... (2 - 1).

[0043] Equation (2 - 1) indicates that the moment for turning the aircraft to the left is greater than the moment for turning the aircraft to the right, and the aircraft turns to the left.

[0044] When the lift of the left inclined thrust propeller 2 decreases by df and the lift of the right inclined thrust propeller 3 increases by df, equation (2) becomes: 0.866 * (F2 - df) * Qp < 0.866 * (F3 + df) * Qp................... (2 - 2).

[0045] Equation (2 - 1) indicates that the moment for turning the aircraft to the left is less than the moment for turning the aircraft to the right, and the aircraft turns to the right.

[0046] From equations (1) and (2), it can be seen that when the throttle is the same, the lift of the downward thrust propeller 1, the left inclined thrust propeller 2, and the right inclined thrust propeller 3 is the same, and the pitch and heading of the aircraft are in balance.

[0047] From equations (1 - 1) and (1 - 2), it can be seen that when the lift of the downward thrust propeller 1 is differential with the lift of the left inclined thrust propeller 2 and the right inclined thrust propeller 3, the pitch is controlled.

[0048] From equations (2 - 1) and (2 - 2), it can be seen that when the lift of the left inclined thrust propeller 2 is differential with the lift of the right inclined thrust propeller 3, the heading is controlled.

[0049] During the process of controlling the forward pitch: When the lift of the downward thrust propeller 1 increases by df and the lift of the left inclined thrust propeller 2 and the right inclined thrust propeller 3 decreases by df, substitute into the left side of (2): = 0.866 * (F2 - df) * Qp。

[0050] Substitute into the right side of (2): = 0.866 * (F3 - df) * Qp。

[0051] Equation (2) still holds, and the aircraft heading remains balanced.

[0052] During the process of pitching backward: The lift of the lower thrust propeller 1 decreases by df, and the lift of the left inclined thrust propeller 2 and the right inclined thrust propeller 3 increases by df. Substitute into the left side of (2): = 0.866 * (F2 + df) * Qp。

[0053] Substitute into the right side of (2): = 0.866 * (F3 + df) * Qp。

[0054] Equation (2) still holds, and the aircraft heading remains balanced. It can be seen that during the process of pitching the aircraft, the aircraft heading remains balanced, that is, during the process of pitching the aircraft, the aircraft heading stability is not affected.

[0055] During the process of turning right: The lift of the left inclined thrust propeller 2 decreases by df, and the lift of the right inclined thrust propeller 3 increases by df. Substitute into the right side of (1): = 0.5 * (F2 - df) * Qp + 0.5 * (F3 + df) * Qp。

[0056] = 0.5 * F2 * Qp - df * Qp + 0.5 * F3 * Qp + df * Qp = 0.5 * F2 * Qp + 0.5 * F3 * Qp Equation (1) still holds, and the aircraft pitch remains balanced.

[0057] During the process of turning left: The lift of the left inclined thrust propeller 2 increases by df, and the lift of the right inclined thrust propeller 3 decreases by df. Substitute into the right side of (1): = 0.5 * (F2 + df) * Qp + 0.5 * (F3 - df) * Qp。

[0058] = 0.5 * F2 * Qp + df * Qp + 0.5 * F3 * Qp - df * Qp = 0.5 * F2 * Qp + 0.5 * F3 * Qp Equation (1) still holds, and the aircraft pitch remains balanced.

[0059] It can be seen that during the process of controlling the aircraft heading, the aircraft pitch remains balanced, that is, during the process of controlling the aircraft heading, the aircraft pitch stability is not affected.

[0060] A combined control pitch and heading device with three thrust propellers 90 is applied to an aircraft, which can control the pitch and heading of the aircraft by using torque. During the process of controlling the pitch of the aircraft, the heading stability of the aircraft is not affected, and during the process of controlling the heading of the aircraft, the pitch stability of the aircraft is not affected.

[0061] Figure 3 It is a connection schematic diagram of the combined control pitch and heading device with three thrust propellers of the present invention.

[0062] Figure 3 In Figure 1 、 Figure 2 , referring to

[0063] , the lower water tower type motor mount 21 is vertically downward. The screw 28 connects the lower motor 11 under the lower water tower type motor mount 21. The motor shaft of the lower motor 11 is vertically downward. The screw 28 connects the lower thrust propeller 1 under the lower motor 11. The rotation plane M1 of the lower thrust propeller is horizontal, and the lift F1 of the lower thrust propeller is vertically upward.

[0064] The left inclined water tower type motor mount 22 is left upward. The screw 28 connects the left inclined motor 12 on the left inclined water tower type motor mount 22. The motor shaft of the left inclined motor 12 is left upward. The screw 28 connects the left inclined thrust propeller 2 on the left inclined motor 12. The normal line of the rotation plane M2 of the left inclined thrust propeller is left upward, and the lift F2 of the left inclined thrust propeller is right downward.

[0065] The process hole 27 is for the screw 28 to pass through.

[0066] The strap hole 29 is for the strap fixing the pipeline leading to the motor to pass through.

[0067] This forms the combined control pitch and heading device 90 with three thrust propellers. In order to reduce weight, weight reduction holes can be provided on the three water tower type motor mounts.

[0068] Figure 4 It is a schematic structural diagram of the combined control pitch and heading device with three thrust propellers of the present invention applied to a multi-propeller aircraft.

[0069] Figure 4 In (referring to Figure 5), the fuselage and landing gear form the fuselage main body 44. Above the center of gravity of the fuselage main body 44 is the middle small tower 36. The top of the middle small tower 36 is connected to the middle large motor 16. Above the middle large motor 16 is connected to the middle large propeller 6. The lift F6 of the middle large propeller is vertically upward.

[0070] On the left side of the center of gravity of the fuselage main body 44 is connected the left horizontal arm 42. The left end of the left horizontal arm 42 is connected to the left motor mounting seat 35. On the left motor mounting seat 35 is connected the left motor 15. On the left motor 15 is connected the left propeller 5. The lift F5 of the left propeller is vertically upward.

[0071] On the right side of the center of gravity of the fuselage main body 44 is connected the right horizontal arm 41. The right end of the right horizontal arm 41 is connected to the right motor mounting seat 34. On the right motor mounting seat 34 is connected the right motor 14. On the right motor 14 is connected the right propeller 4. The lift F4 of the right propeller is vertically upward.

[0072] The longitudinal tail of the fuselage main body 44 is connected to the longitudinal rear arm 43. The rear end of the longitudinal rear arm 43 is connected to the arm mounting seat 24. The combined pitch and yaw control device 90 of the three thrust propellers is connected to the rear end of the longitudinal rear arm 43.

[0073] Six electronic speed controllers are set to connect to six motors. The flight controller is connected to the six electronic speed controllers. The aircraft controls the voltage change of the six electronic speed controllers, so that the rotational speed of the six motors changes, driving the lift change of the six propellers, and realizing the flight control of the aircraft.

[0074] This constitutes a multi-propeller aircraft that applies the combined pitch and yaw control device 90 of the three thrust propellers as the pitch and yaw control device. The flight principle is shown in Figure 5 description.

[0075] Figure 5 is a schematic diagram of the flight principle of the application of the combined pitch and yaw control device of the three thrust propellers of the present invention to a multi-propeller aircraft.

[0076] Figure 5 It consists of the upper figure and the lower figure. The upper figure is the rear view of the application of the combined pitch and yaw control device 90 of the three thrust propellers to a multi-propeller aircraft. The lower figure is the simplified lift diagram of each propeller based on the top view.

[0077] Figure 5 In the upper figure of, the lift F6 of the middle large propeller, the lift F5 of the left propeller, and the lift F4 of the right propeller are vertically upward.

[0078] See Figure 2, the lift force F1 of the lower thrust propeller of the combined pitch and yaw control device 90 of the three thrust propellers is vertically upward, the lift force F2 of the left inclined thrust propeller is downward to the right, and the horizontal component force F2y of the lift force F2 of the left inclined thrust propeller downward to the right is to the right, and the vertical component force F2z is vertically downward (see the small figure in the lower right corner of the above figure); the lift force F3 of the right inclined thrust propeller is downward to the left, and the horizontal component force F3y of the lift force F3 of the right inclined thrust propeller downward to the left is to the left, and the vertical component force F3z is vertically downward (see the small figure in the lower left corner of the above figure).

[0079] Assume that the lower thrust propeller 1, the left inclined thrust propeller 2, and the right inclined thrust propeller 3 have the same size, and the parameters of the lower motor 11, the left inclined motor 12, and the right inclined motor 13 are the same. When the throttle is the same, the lift forces of the lower thrust propeller 1, the left inclined thrust propeller 2, and the right inclined thrust propeller 3 are the same.

[0080] Assume that the left propeller 5 and the right propeller 4 have the same size, and the parameters of the left motor 15 and the right motor 14 are the same. When the throttle is the same, the lift forces of the left propeller 5 and the right propeller 4 are the same.

[0081] When the throttle is the same, the lift force F6 of the large and medium propeller is greater than the lift force F5 of the left propeller, and the lift force F5 of the left propeller is greater than the lift force F1 of the lower thrust propeller. The large and medium propeller 6 provides most of the lift force of the aircraft.

[0082] The rotation directions of the left propeller 5 and the right propeller 4 are the same, and the rotation directions of the large and medium propeller 6 and the right propeller 4 are opposite.

[0083] Figure 5 In the following figure, assume that the large and medium propeller 6 rotates counterclockwise by N, and the left propeller 5 and the right propeller 4 rotate clockwise by S, and the dot P represents the center of gravity of the aircraft.

[0084] The gravity balance equation of the aircraft is: F4 + F5 + F6 = FP……………… (3).

[0085] In the formula, FP is the weight of the aircraft.

[0086] The large and medium propeller 6, the left propeller 5, and the right propeller 4 are linked to control the lifting of the aircraft. The lift forces of the large and medium propeller 6, the left propeller 5, and the right propeller 4 increase by the same amount df. Equation (3) becomes: (F4 + df) + (F5 + df) + (F6 + df) > FP……………… (3 - 1).

[0087] Equation (3 - 1) indicates that the aircraft rises.

[0088] The same reduction df in lift for the large propeller, the left propeller 5, and the right propeller 4 causes Equation (3) to become: (F4 - df) + (F5 - df) + (F6 - df) < FP………………(3 - 2).

[0089] Equation (3 - 2) indicates that the aircraft is descending.

[0090] The moment that causes the aircraft to roll to the left is: F4 * dp.

[0091] The moment that causes the aircraft to roll to the right is: F5 * dp.

[0092] The aircraft roll balance equation is: F4 * dp = F5 * dp………………(4).

[0093] The left propeller 5 and the right propeller 4 differentially control the roll of the aircraft. When the lift of the left propeller 5 increases by df and the lift of the right propeller 4 decreases by df, Equation (4) becomes: (F4 - df) * dp < (F5 + df) * dp………………(4 - 1).

[0094] Equation (4 - 1) indicates that the aircraft rolls to the right.

[0095] When the lift of the left propeller 5 decreases by df and the lift of the right propeller 4 increases by df, Equation (4) becomes: (F4 + df) * dp > (F5 - df) * dp………………(4 - 2).

[0096] Equation (4 - 2) indicates that the aircraft rolls to the left.

[0097] The moment that causes the aircraft to pitch forward is: F1 * Qp.

[0098] The moment that causes the aircraft to pitch backward is: F2z * Qp + F3z * Qp.

[0099] = F2 * cos(60) * Qp + F3 * cos(60) * Qp.

[0100] = 0.5 * F2 * Qp + 0.5 * F3 * Qp.

[0101] The aircraft pitch balance equation is (see Figure 2 the description): F1 * Qp = 0.5 * F2 * Qp + 0.5 * F3 * Qp………………………(1) When the lift of the downward thrust propeller 1 differs from the lift of the left inclined thrust propeller 2 and the right inclined thrust propeller 3, pitch is controlled: When the lift of the downward thrust propeller 1 increases by df and the lifts of the left inclined thrust propeller 2 and the right inclined thrust propeller 3 decrease by df simultaneously, equation (1) becomes: (F1 + df)*Qp>0.5*(F2 - df)*Qp + 0.5*(F3 - df)* Qp…………………(1-1)。

[0102] (1-1) indicates that the moment that makes the aircraft pitch forward is greater than the moment that makes the aircraft pitch backward, and the aircraft pitches forward.

[0103] When the lift of the downward thrust propeller 1 decreases by df and the lifts of the left inclined thrust propeller 2 and the right inclined thrust propeller 3 increase by df simultaneously, equation (1) becomes: (F1 - df)*Qp<0.5*(F2 + df)*Qp + 0.5*(F3 + df)* Qp…………………(1-2)。

[0104] (1-2) indicates that the moment that makes the aircraft pitch forward is less than the moment that makes the aircraft pitch backward, and the aircraft pitches backward.

[0105] The horizontal component F2y of the lift F2 of the left inclined thrust propeller is to the right, and the horizontal component F3y of the lift F3 of the right inclined thrust propeller is to the left. For simplicity of explanation, the anti-torque of each propeller is omitted.

[0106] The moment that makes the aircraft turn to the left is: F2y*Qp =F2*sin(60) =0.866*F2*Qp The moment that makes the aircraft turn to the right is: F3y*Qp =F3*sin(60)*Qp =0.866*F3*Qp The equation for the aircraft's heading balance is: 0.866*F2*Qp = 0.866*F3*Qp…………………(2)。

[0107] When the throttle is the same, the lifts of the left inclined thrust propeller 2 and the right inclined thrust propeller 3 are the same. When the throttle is the same, both sides of equation (2) are equal, and the aircraft's heading is in balance when the lifts of the left inclined thrust propeller 2 and the right inclined thrust propeller 3 are equal.

[0108] The heading is controlled by the differential lift of the left inclined thrust propeller 2 and the right inclined thrust propeller 3: The lift of the left inclined thrust propeller 2 increases by df, and the lift of the right inclined thrust propeller 3 decreases by df. Equation (2) becomes: 0.866*(F2 + df)*Qp > 0.866*(F3 - df)*Qp…………………(2 - 1).

[0109] (2 - 1) indicates that the force for the aircraft to turn left is greater than the torque for the aircraft to turn right, and the aircraft turns left.

[0110] The lift of the left inclined thrust propeller 2 decreases by df, and the lift of the right inclined thrust propeller 3 increases by df. Equation (2) becomes: 0.866*(F2 - df)*Qp < 0.866*(F3 + df)*Qp…………………(2 - 2).

[0111] (2 - 1) indicates that the torque for the aircraft to turn left is less than the torque for the aircraft to turn right, and the aircraft turns right.

[0112] It can be seen from Equations (1) and (2) that when the throttle is the same, the lifts of the downward thrust propeller 1, the left inclined thrust propeller 2, and the right inclined thrust propeller 3 are the same, and the pitch and heading of the aircraft are in balance.

[0113] It can be seen from Equations (1 - 1) and (1 - 2) that when the lift of the downward thrust propeller 1 has a differential with the lifts of the left inclined thrust propeller 2 and the right inclined thrust propeller 3, the pitch is controlled.

[0114] It can be seen from Equations (2 - 1) and (2 - 2) that when the lift of the left inclined thrust propeller 2 has a differential with the lift of the right inclined thrust propeller 3, the heading is controlled.

[0115] It can be seen from Equation (4) that when the throttle is the same, the lifts of the left propeller 5 and the right propeller 4 are the same, and the roll of the aircraft is in balance.

[0116] It can be seen from Equations (4 - 1) and (4 - 2) that when the lifts of the left propeller 5 and the right propeller 4 have a differential, the roll is controlled.

[0117] Thus, it can be seen that the roll, pitch, and heading of the aircraft are all controlled by torque, and the control ability of the heading is enhanced.

[0118] During the process of the aircraft controlling roll, pitch and yaw, the lift of the medium-large propeller 6 remains in its original state. The lift F6 of the medium-large propeller only participates in controlling the ascent and descent of the aircraft (see formula (3)), and does not participate in controlling the roll, pitch and yaw of the aircraft. Therefore, the requirement for the change sensitivity of the lift F6 of the medium-large propeller is not high. The lift F6 of the medium-large propeller can adopt a larger diameter. When the medium-large propeller adopts a large diameter, a teetering type flapping rotor can be used. The drive motor of the medium-large propeller 6 can also be driven by a fuel engine. The medium-large propeller 6 provides most of the lift. The medium-large propeller 6 is directly connected to the small tower 36 of the fuselage main body 44. Therefore, it has the advantage of a firm structure.

Claims

1. A three-thrust propeller combination pitch and heading control device, the center of the Y-shaped motor mounting seat is a circular arm mounting seat connected to the tail arm of the aircraft, and outside the arm mounting seat of the Y-shaped motor mounting seat are three water tower type motor mounting seats, and the three water tower type motor mounting seats are arranged in rotation around the central axis of the circular arm mounting seat, and are respectively a lower water tower type motor mounting seat vertically downward, a left inclined water tower type motor mounting seat inclined to the upper left, and a right inclined water tower type motor mounting seat inclined to the upper right, and the angle between two adjacent water tower type motor mounting seats is 120°, the lower motor and the lower thrust propeller are sequentially connected below the lower water tower type motor mounting seat, the left inclined motor and the left inclined thrust propeller are sequentially connected above the left inclined water tower type motor mounting seat, and the right inclined motor and the right inclined thrust propeller are sequentially connected above the right inclined water tower type motor mounting seat, forming a three-thrust propeller combination pitch and heading control device, which is characterized by: The lift of the downthrust propeller is vertically upward, the lift of the left oblique thrust propeller is downward to the right, and the lift of the right oblique thrust propeller is downward to the left. The angle between the lift of the left oblique thrust propeller and the lift of the downthrust propeller is 120°, and the angle between the lift of the right oblique thrust propeller and the lift of the downthrust propeller is 120°, that is, the angle between the lifts of two adjacent thrust propellers is 120°; the downthrust propeller, the left oblique thrust propeller and the right oblique thrust propeller are of the same size, and the parameters of the corresponding drive motors are the same. At the same throttle, the lift of the downthrust propeller, the lift of the left oblique thrust propeller and the lift of the right oblique thrust propeller are equal, the component of the lift of the left oblique thrust propeller in the horizontal direction to the right is equal to the component of the lift of the right oblique thrust propeller in the horizontal direction to the left, and the sum of the vertical downward component of the lift of the left oblique thrust propeller and the vertical downward component of the lift of the right oblique thrust propeller is equal to the vertical downward component of the lift of the right oblique thrust propeller. The vertical upward lift of the thrust propeller; the vertical downward component of the lift of the left oblique thrust propeller, the vertical downward component of the lift of the right oblique thrust propeller and the vertical upward lift of the lower thrust propeller constitute a pair of vertical forces in opposite directions. The three thrust propellers combined to control the pitch and heading device are applied to the multi-propeller aircraft. This vertical force pair differentially controls the pitch of the aircraft. The rightward component of the lift of the left oblique thrust propeller in the horizontal direction and the leftward component of the lift of the right oblique thrust propeller in the horizontal direction constitute a pair of horizontal forces in opposite directions. The three thrust propellers combined to control the pitch and heading device are applied to the multi-propeller aircraft. This horizontal force pair differentially controls the heading of the aircraft. The three thrust propellers combined to control the pitch and heading device are applied to the multi-propeller aircraft, so that the roll, pitch and heading of the multi-propeller aircraft are all controlled by torque.

2. The three-thrust propeller combined pitch and heading control device according to claim 1 is characterized by: The three thrust propeller combination pitch and heading control device is connected to the left end of the left cross arm with the left propeller connected, the right end of the right cross arm is connected to the right propeller, and the middle small tower is connected to the end of the longitudinal rear arm of the longitudinal tail of the multi-propeller aircraft with medium and large propellers. The three thrust propeller combination pitch and heading control device controls the pitch and heading of the multi-propeller aircraft, and the lift differential of the left and right propellers controls the roll of the aircraft. The medium and large propellers provide most of the lift of the multi-propeller aircraft, and the roll, pitch and heading of the multi-propeller aircraft are all controlled by torque.

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