Diagonal course rotor type multi-rotor aircraft

Abstract

An undercarriage is connected below a fuselage, a central large rotor is connected above the gravity center of the aircraft, and a right front arm, a left front arm, a right rear arm and a left rear arm are connected to the right front portion, the left front portion, the right rear portion and the left rear portion of the fuselage respectively. The right front rotor, the left front rotor, the right rear rotor and the left rear rotor are connected to the front end of the right front arm, the front end of the left front arm, the rear end of the right rear arm and the rear end of the left rear arm respectively, the left front longitudinal arm is connected to the front end of the right front arm, the left front heading rotor is connected to the front end of the left front longitudinal arm, and the right rear longitudinal arm is connected to the rear end of the right rear arm. The right rear course rotor is connected to the rear end of the right rear longitudinal arm to form the diagonal course rotor type multi-rotor aircraft, lift force of the left front course rotor and lift force of the right rear course rotor control the course of the aircraft in a linkage mode, and the diagonal course rotor type multi-rotor aircraft has the advantages of being large in load, long in endurance time, large in allowable change range of the gravity center position and high in pitching, rolling and course control sensitivity. And a universal vertical lifting flying platform is formed.

Description

Technical Field

[0001] The invention relates to a multi-rotor aircraft, in particular to a diagonal heading rotor type multi-rotor aircraft which adopts two diagonal rotors to control the heading of the aircraft. Background Art

[0002] Currently known multi-rotor aircraft require all rotors to participate in the control of the pitch, roll and heading of the aircraft at the same time. For example, a quadrotor aircraft uses the lift differential between the two front rotors and the two rear rotors to control the pitch, the lift differential between the two right rotors and the two left rotors to control the roll, and the lift differential between the two rotors on the right front diagonal and the two rotors on the left front diagonal to control the heading. The four rotors together provide total lift to balance the weight of the aircraft. The four rotors change the lift by changing speed, thereby controlling the flight of the aircraft. During the process of manipulating the heading, if the center of gravity of the aircraft is not at the intersection of the right front diagonal and the left front diagonal, pitch and roll interference will occur. Therefore, aircraft that use counter-torque to control heading have high requirements for the center of gravity position and do not allow the center of gravity position to change over a large range. Summary of the Invention

[0003] In order to solve the problem that the center of gravity position of existing multi-rotor aircraft has a small range of change, the present invention provides a diagonal heading rotor multi-rotor aircraft to solve this problem.

[0004] The technical solution adopted by the present invention to solve its technical problems is: the landing gear is connected under the fuselage, the top of the center of the fuselage is connected to the wing-shaped small tower, the top of the wing-shaped small tower is connected to the central large motor, the central large motor is connected to the central large rotor, the rotation center of the central large rotor is at the center of gravity of the aircraft, the rotation axis of the central large motor is vertically upward, the lift of the central large rotor is vertically upward, and the central large rotor is set to rotate clockwise.

[0005] The right front part of the fuselage is connected to the right front arm in a forward-swept manner. The right front motor mounting base, the right front motor, and the right front rotor are sequentially connected to the front end of the right front arm. The right front rotor is set to rotate clockwise, the rotation plane of the right front rotor is horizontal, and the lift of the right front rotor is vertically upward.

[0006] The left front portion of the fuselage is connected to the left front arm in a forward-swept manner. The left front arm and the right front arm have the same forward sweep angles, and the size of the left front arm is the same as that of the right front arm. The left front motor mounting seat, the left front motor, and the left front rotor are sequentially connected to the front end of the left front arm. The left front rotor is set to rotate clockwise. When the left front rotor is connected, the rotation plane of the left front rotor is horizontal, and the lift of the left front rotor is vertically upward; the front end of the left front motor mounting seat is connected to the left front longitudinal arm, and the left front longitudinal arm is parallel to the longitudinal axis of the aircraft. The front end of the left front longitudinal arm is connected to the left front transverse motor mounting seat. The left side of the left front transverse motor mounting seat is connected to the left front transverse motor. The left side of the left front transverse motor is connected to the left front heading rotor. The rotation plane of the left front heading rotor is perpendicular to the horizontal plane, and the lift of the left front heading rotor is to the right.

[0007] The right rear portion of the fuselage is connected to the right rear arm in a swept-back manner, and the right rearward motor mounting seat, the right rear motor, and the right rear rotor are connected to the rear end of the right rear arm in sequence, the length of the right rear arm is equal to the length of the right front arm, the sweep angle of the right rear arm is equal to the sweep angle of the right front arm, and the right rear rotor is set to rotate clockwise. When the right rear rotor is connected, the rotation plane of the right rear rotor is horizontal, and the lift of the right rear rotor is vertically upward; the rear end of the right rearward motor mounting seat is connected to the right rear longitudinal arm, the right rear longitudinal arm is parallel to the longitudinal axis of the aircraft, the size of the right rear longitudinal arm is the same as that of the left front longitudinal arm, the rear end of the right rear longitudinal arm is connected to the right rear transverse motor mounting seat, the right side of the right rear transverse motor mounting seat is connected to the right rear transverse motor, and the right side of the right rear transverse motor is connected to the right rear heading rotor, the rotation plane of the right rear heading rotor is perpendicular to the horizontal plane, and the lift of the right rear heading rotor is to the left.

[0008] The left rear part of the fuselage is connected to the left rear arm in a swept-back manner, and the left rear motor mounting base, the left rear motor, and the left rear rotor are sequentially connected to the rear end of the left rear arm. The length of the left rear arm is equal to the length of the right front arm, and the sweep angle of the left rear arm is equal to the forward sweep angle of the right front arm. The left rear rotor is set to rotate clockwise. When the left rear rotor is connected, the rotation plane of the left rear rotor is horizontal, and the lift of the left rear rotor is vertically upward.

[0009] The line connecting the rotation centers of the right front rotor, the left front rotor, the right rear rotor and the left rear rotor is a square or a rectangle, and the center of gravity of the aircraft is set to overlap with the center of the square or rectangle.

[0010] At the same throttle, the lift of the center rotor is set to be greater than the sum of the lift of the right front rotor, left front rotor, right rear rotor, and left rear rotor. The center rotor provides most of the lift of the aircraft.

[0011] The sizes of the right front rotor, left front rotor, right rear rotor, and left rear rotor are set to be the same, and the parameters of the corresponding drive motors are set to be the same. Under the same throttle, the lift and anti-torque of the right front rotor, left front rotor, right rear rotor, and left rear rotor are set to be the same.

[0012] Set the left front yaw rotor and the right rear yaw rotor to have the same size and the same parameters for the corresponding drive motors. Under the same throttle, the lift of the left front yaw rotor and the right rear yaw rotor is the same.

[0013] Seven ESCs are connected to seven motors, and a flight controller is connected to the seven ESCs. The flight controller controls the output voltage of the ESCs, causing the motor speed to change, driving the lift of the rotor to change, thereby changing the flight attitude of the aircraft. This constitutes a diagonal heading rotor multi-rotor aircraft with a large central rotor rotating clockwise.

[0014] The right front rotor, left front rotor, right rear rotor and left rear rotor, these four rotors control the pitch and roll of the aircraft, which is the same as controlling the pitch and roll of a conventional quadrotor aircraft. The lift differential between the right front rotor, left front rotor and the right rear rotor, left rear rotor controls the pitch of the aircraft, and the lift differential between the right front rotor, right rear rotor and the left front rotor, left rear rotor controls the roll of the aircraft. The right front rotor, left front rotor, right rear rotor and left rear rotor do not participate in the heading control of the aircraft.

[0015] The lift of the left front heading rotor is horizontally to the right, and the torque of the lift of the left front heading rotor relative to the center of gravity of the aircraft causes the aircraft to rotate clockwise.

[0016] The lift of the right rear heading rotor is horizontally to the left, and the torque of the lift of the right rear heading rotor relative to the center of gravity of the aircraft causes the aircraft to rotate clockwise.

[0017] The center rotor rotates clockwise, and the counter-torque of the center rotor causes the aircraft to rotate counterclockwise.

[0018] The right front rotor rotates clockwise, and the anti-torque of the right front rotor causes the aircraft to rotate counterclockwise.

[0019] The left front rotor rotates clockwise, and the anti-torque of the left front rotor causes the aircraft to rotate counterclockwise.

[0020] The right rear rotor rotates clockwise, and the anti-torque of the right rear rotor causes the aircraft to rotate counterclockwise.

[0021] The left rear rotor rotates clockwise, and the anti-torque of the left rear rotor causes the aircraft to rotate counterclockwise.

[0022] When the total torque of the left front heading rotor and the right rear heading rotor that causes the aircraft to rotate clockwise is equal to the total counter-torque of the central large rotor, the right front rotor, the left front rotor, the right rear rotor, and the left rear rotor that causes the aircraft to rotate counterclockwise, the aircraft's heading remains stable.

[0023] The flight controller increases the torque of the left front heading rotor and the right rear heading rotor. When the total torque of the left front heading rotor and the right rear heading rotor that makes the aircraft rotate clockwise is greater than the total counter-torque of the central large rotor, the right front rotor, the left front rotor, the right rear rotor, and the left rear rotor that makes the aircraft rotate counterclockwise, the aircraft rotates clockwise, that is, turns right.

[0024] The flight controller controls the torque of the left front heading rotor and the right rear heading rotor to reduce. When the total torque of the left front heading rotor and the right rear heading rotor that makes the aircraft rotate clockwise is less than the total counter-torque of the central large rotor, the right front rotor, the left front rotor, the right rear rotor, and the left rear rotor that makes the aircraft rotate counterclockwise, the aircraft rotates counterclockwise, that is, turns left, thus achieving aircraft heading control.

[0025] During the process of manipulating heading, only the lift of the left front heading rotor and the right rear heading rotor is changed, and the lift of the central large rotor, the right front rotor, the left front rotor, the right rear rotor, and the left rear rotor are not changed. Since the lift of the left front heading rotor and the right rear heading rotor are horizontal and there is no vertical lift, there is no effect on the pitch and roll of the aircraft. The change of the center of gravity of the aircraft is not related to the heading control, and the center of gravity position of the aircraft is allowed to change within a large range.

[0026] In the process of manipulating the pitch, roll and heading of the diagonal heading rotor multi-rotor aircraft, the lift of the central large rotor remains in its original state. Only the lift of the six rotors, namely the left front heading rotor, the right rear heading rotor, the right front rotor, the left front rotor, the right rear rotor and the left rear rotor, need to be changed. Because the lift of the six rotors is small, the diameter of the six rotors is small, the moment of inertia is small, and the speed change sensitivity is high, the sensitivity of controlling the pitch, roll and heading of the aircraft is high and the wind resistance is strong.

[0027] Since the large central rotor does not participate in the pitch, roll and heading control of the aircraft, the lift response requirements of the large central rotor are not high, and the diameter of the large central rotor can be selected to be larger to generate greater lift; the large central rotor is very suitable for being driven by a fuel engine, and the six rotors are driven by electric motors. The large central rotor adopts a hybrid drive mode driven by a fuel engine to improve the flight time of the aircraft.

[0028] The technical solution of the present invention independently controls the heading of the aircraft by setting up lift linkage of two heading rotors. The right front rotor, left front rotor, right rear rotor, and left rear rotor only control the pitch and roll of the aircraft. The pitch and roll of the aircraft are not affected in the process of controlling the heading of the aircraft, allowing the center of gravity of the aircraft to change over a large range.

[0029] Since the diameter of the central large rotor is selected to be larger, the blades of the central large rotor are connected to the hub using flexible blades or seesaw-type connections to the hub, reducing the alternating bending moment at the root of the blades during forward flight.

[0030] Connecting folding members to the arms can reduce the space occupied by the diagonal-rotor multi-rotor aircraft during storage.

[0031] The diagonal heading rotor multi-rotor aircraft has the advantages of a solid structure, large load capacity and strong wind resistance because the large central rotor that provides most of the lift is connected to the small wing-shaped tower on the fuselage. It is suitable for all-weather flight 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

[0032] The present invention will be further described below with reference to the accompanying drawings and examples.

[0033] Figure 1 It is a schematic structural diagram of a diagonal heading rotor multi-rotor aircraft according to the first embodiment of the present invention.

[0034] Figure 2 It is a schematic diagram of the flight principle of a diagonal heading rotor multi-rotor aircraft according to the first embodiment of the present invention.

[0035] Figure 3 Schematic diagram of the flight principle of a diagonal heading rotor multi-rotor aircraft according to the second embodiment of the present invention.

[0036] Figure 4 It is a schematic diagram of the flight principle of a diagonal heading rotor multi-rotor aircraft according to the third embodiment of the present invention.

[0037] Figure 5 Schematic diagram of the flight principle of a diagonal yaw rotor multi-rotor aircraft according to the fourth embodiment of the present invention.

[0038] Figure 6 1 is a schematic diagram of the structure of a diagonal heading rotor multi-rotor aircraft according to the fifth embodiment of the present invention.

[0039] Figure 7 Schematic diagram of the flight principle of a diagonal yaw rotor multi-rotor aircraft according to the fifth embodiment of the present invention.

[0040] Figure 8 Schematic diagram of the flight principle of a diagonal yaw rotor multi-rotor aircraft according to the sixth embodiment of the present invention.

[0041] Figure 9 Schematic diagram of the flight principle of a diagonal heading rotor multi-rotor aircraft according to the seventh embodiment of the present invention.

[0042] Figure 10 Schematic diagram of the flight principle of a diagonal yaw rotor multi-rotor aircraft according to the eighth embodiment of the present invention.

[0043] Figure 11 This is a schematic diagram showing the connections of the main components of a diagonal-heading rotor-type multi-rotor aircraft according to the first embodiment of the present invention.

[0044] Figure 12 This is a schematic diagram of the connection of the central large rotor of a diagonal heading rotor multi-rotor aircraft according to the first embodiment of the present invention.

[0045] Figure 13 The present invention is a schematic diagram of a shock absorber frame structure of a shock absorber for a diagonal-heading rotor-type multi-rotor aircraft.

[0046] Figure 14 The invention is a schematic diagram of the connection between the shock absorber frame, the shock absorbing rubber and the engine mounting seat of the shock absorber of the diagonal pitch rotor multi-rotor aircraft.

[0047] Figure 15 It is a schematic diagram of the connection between the fuel engine and the shock absorber of the diagonal pitch rotor multi-rotor aircraft of the present invention.

[0048] Figure 16 This is a schematic diagram of the connection between the shock absorber and the fuselage that connects the rotor and fuel engine.

[0049] In the figure, 1. Right front rotor, 2. Left rear rotor, 3. Left front rotor, 4. Right rear rotor, 5. Center rotor, 6. Left front yaw rotor, 7. Right rear yaw rotor, 8. Right front yaw rotor, 9. Left rear yaw rotor, 11. Right front motor, 12. Left rear motor, 13. Left front motor, 14. Right rear motor, 15. Center rotor, 16. Left front lateral motor, 17. Right rear lateral motor, 18. Right front lateral motor, 19. Left rear lateral motor, 21. Right front motor mount, 21-1. Right front forward motor mount, 22. Left rear motor mount, 22-1. Left rear backward motor mount, 23. Left front motor mount, 23-1. Left front forward motor mount, 24. Right rear motor mount, 24-1. Right rearward motor mount, 25. Wing pylon, 26. Left front transverse motor mount, 27. Right rear transverse motor mount, 28. Right front transverse motor mount, 29. Left rear transverse motor mount, 31. Right front arm, 32. Left rear arm, 33. Left front arm, 34. Right rear arm, 35. Left front longitudinal arm, 36. Right rear longitudinal arm, 37. Right front longitudinal arm, 38. Left rear longitudinal arm, 39. Fuselage, 40. Landing gear, 51. Screws, 52. Long screws, 53. Motor connection plate, 54. Pipe clamp, 55. Motor mount reinforcement plate, 56. Nuts, 57. Right rearward motor mount reinforcement plate, 58. Motor connection plate for the right rearward motor mount, 59. Rivets, 60. Motor shaft clearance hole, 61. Mounting hole, 62. Airfoil fairing, 63. Lighthouse motor mount, 64. Motor mounting cone for lighthouse motor mount, 65. Lighthouse mounting base for lighthouse motor mount, 66. Fuselage roof, 67. Pipeline hole, 68. Weight reduction hole, 70. Fuel engine, 71. Fuel engine mounting foot, 72. Fuel engine mounting base, 73. Shock absorber frame, 74. VV rubber shock absorber, 75. Shock absorber arm for shock absorber frame, 76. Reinforcement rib for shock absorber arm, 77. Fuel engine output shaft, 80. Suspension shock absorber, F1. Lift of right front rotor, F2. Lift of left rear rotor, F3. Lift of left front rotor, F4. Lift of right rear rotor, F5. Lift of center rotor, F6. Lift of left front heading rotor, F7. Lift of the right rear yaw rotor, F8. Lift of the right front yaw rotor, F9. Lift of the left rear yaw rotor, Py. Distances from the centers of rotation of the right front rotor, the left front rotor, the right rear rotor, and the left rear rotor to the longitudinal axis passing through the vehicle's center of gravity. Px. Distances from the centers of rotation of the right front rotor, the left front rotor, the right rear rotor, and the left rear rotor to the transverse axis passing through the vehicle's center of gravity. P67.Distance from the lift of the left front or right rear yaw rotor to the aircraft's center of gravity. P89. Distance from the lift of the right front or left rear yaw rotor to the aircraft's center of gravity. X. Horizontal axis through the aircraft's center of gravity. Y. Vertical axis through the aircraft's center of gravity. T. Aircraft nose direction. P. Aircraft center of gravity. N. Rotor counterclockwise rotation. S. Rotor clockwise rotation. The ellipse with an arrow represents the virtual ellipse of the rotor blade tip rotating with the plane of rotation perpendicular. The circle with an arrow represents the virtual circle of the rotor blade tip rotating with the plane of rotation horizontal and the direction of rotor rotation. The small dot "." to the left of "F" represents lift pointing vertically upward. Implementation Method

[0050] Figure 1 1 is a schematic diagram of the structure of a diagonal-heading rotor-type multi-rotor aircraft according to a first embodiment of the present invention. Figure 1 In the figure, the fuselage 39 is connected to the landing gear 40 at the bottom, the center of the fuselage top plate 66 on the top of the fuselage 39 is connected to the wing-shaped small tower 25, the top of the wing-shaped small tower 25 is connected to the central large motor 15, and the central large motor 15 is connected to the central large rotor 5. The rotation center of the central large rotor 5 is at the center of gravity P of the aircraft. The rotation plane of the central large rotor 5 is horizontal. When the central large rotor is set to rotate clockwise S, the lift of the central large rotor 5 is vertically upward (see Figure 2 ).

[0051] The right front portion of the fuselage 39 is connected to the right front arm 31 in a forward-swept manner. The right front motor mounting base 21 is connected to the front end of the right front arm 31. The right front motor mounting base 21 is connected to the right front motor 11. The right front motor 11 is connected to the right front rotor 1. The right front rotor 1 is set to rotate clockwise S, the rotation plane of the right front rotor 1 is horizontal, and the lift F1 of the right front rotor is vertically upward (see Figure 2 ).

[0052] The left front portion of the fuselage 39 is connected to the left front arm 33 in a forward-swept manner. The left front arm 33 and the right front arm 31 have the same forward sweep angle, and the size of the left front arm 33 and the right front arm 31 are the same. The left front motor mounting base 23-1 is connected to the front end of the left front arm 33. The left front motor 13 is connected to the left front motor mounting base 23-1. The left front rotor 3 is connected to the left front motor 13. The left front rotor 3 is set to rotate clockwise S. When the left front rotor 3 is connected, the rotation plane of the left front rotor 3 is horizontal, and the lift F3 of the left front rotor is vertically upward (see Figure 2 The front end of the left front motor mounting seat 23-1 is connected to the left front longitudinal arm 35, and the left front longitudinal arm 35 is parallel to the longitudinal axis of the aircraft. The front end of the left front longitudinal arm 35 is connected to the left front transverse motor mounting seat 26. The left side of the left front transverse motor mounting seat 26 is connected to the left front transverse motor 16. The left side of the left front transverse motor 16 is connected to the left front yaw rotor 6. The rotation plane of the left front yaw rotor 6 is perpendicular to the horizontal plane. The lift F6 of the left front yaw rotor is to the right (see Figure 2 ).

[0053] The right rear portion of the fuselage 39 is connected to the right rear arm 34 in a swept-back manner. The length of the right rear arm 34 is equal to the length of the right front arm 31, and the sweep angle of the right rear arm 34 is equal to the forward sweep angle of the right front arm 31. The right rear motor mounting base 24-1 is connected to the rear end of the right rear arm 34. The right rear motor 14 is connected to the right rear motor mounting base 24-1. The right rear rotor 4 is connected to the right rear motor 14. The right rear rotor 4 is set to rotate clockwise S. When the right rear rotor 4 is connected, the rotation plane of the right rear rotor 4 is horizontal, and the lift F4 of the right rear rotor is vertically upward (see Figure 2 The rear end of the right rear motor mounting seat 24-1 is connected to the right rear longitudinal machine arm 36, which is parallel to the longitudinal axis of the aircraft. The size of the right rear longitudinal machine arm 36 is the same as that of the left front longitudinal machine arm 35. The rear end of the right rear longitudinal machine arm 36 is connected to the right rear transverse motor mounting seat 27. The right side of the right rear transverse motor mounting seat 27 is connected to the right rear transverse motor 17. The right side of the right rear transverse motor 17 is connected to the right rear yaw rotor 7. The rotating surface of the right rear yaw rotor 7 is perpendicular to the horizontal plane. The lift F7 of the right rear yaw rotor is to the left (see Figure 2 ).

[0054] The left rear portion of the fuselage 39 is connected to the left rear arm 32 in a swept-back manner. The length of the left rear arm 32 is equal to the length of the right front arm 31, and the sweep angle of the left rear arm 32 is equal to the forward sweep angle of the right front arm 31. The left rear motor mounting base 22 is connected to the rear end of the left rear arm 32. The left rear motor 12 is connected to the left rear motor mounting base 22. The left rear motor 12 is connected to the left rear rotor 2. The left rear rotor 2 is set to rotate clockwise S. When the left rear rotor 2 is connected, the rotation plane of the left rear rotor 2 is horizontal, and the lift F2 of the left rear rotor is vertically upward (see Figure 2 ).

[0055] The line connecting the rotation centers of the four rotors, right front rotor 1, left rear rotor 2, left front rotor 3 and right rear rotor 4, is a square or a rectangle, and the center of gravity P of the aircraft overlaps with the center of the square or rectangle.

[0056] Under the same throttle setting, the lift F5 of the central large rotor is greater than the sum of the lifts of the right front rotor 1, the left rear rotor 2, the left front rotor 3, and the right rear rotor 4. The central large rotor 5 provides most of the lift of the aircraft.

[0057] The sizes of the right front rotor 1, the left rear rotor 2, the left front rotor 3, and the right rear rotor 4 are set to be the same, and the parameters of the corresponding drive motors are set to be the same. Under the same throttle, the lift and counter-torque of the right front rotor 1, the left rear rotor 2, the left front rotor 3, and the right rear rotor 4 are the same.

[0058] The left front yaw rotor 6 and the right rear yaw rotor 7 are set to have the same size and the same parameters of the corresponding drive motors. Under the same throttle, the lift of the left front yaw rotor 6 and the right rear yaw rotor 7 is the same.

[0059] Seven ESCs are connected to seven motors, and a flight controller is connected to the seven ESCs. The flight controller controls the output voltage of the ESCs to change the speed of the motors, which drives the lift of the rotors to change, thereby changing the flight attitude of the aircraft. This constitutes the first embodiment of a diagonal yaw rotor multi-rotor aircraft with a central large rotor rotating clockwise. The flight principle is shown in FIG. Figure 2 .

[0060] Figure 2 1 is a schematic diagram of the flight principle of a diagonal yaw rotor multi-rotor aircraft according to a first embodiment of the present invention. Figure 2 In Figure 1 The diagonal heading rotor multi-rotor aircraft shown is symbolized, the right front arm 31 is symbolized as a thick line 31 swept forward to the right, the left rear arm 32 is symbolized as a thick line 32 swept backward to the left, the left front arm 33 is symbolized as a thick line 33 swept forward to the left, the right rear arm 34 is symbolized as a thick line 34 swept backward to the right, the left front longitudinal arm 35 is symbolized as a thick line 35 longitudinally forward on the left, the right rear longitudinal arm 36 is symbolized as a thick line 36 longitudinally backward on the right, and the fuselage 39 is symbolized as a thick line 39 in the middle; the right front rotor 1 rotating clockwise in an S direction is symbolized as a thick line with an arrow The circle 1S of the head, the left front rotor 3 rotating clockwise is symbolized as a circle 3S with an arrow, the right rear rotor 4 rotating clockwise is symbolized as a circle 4S with an arrow, the left rear rotor 2 rotating clockwise is symbolized as a circle 2S with an arrow, the central large rotor 5 rotating clockwise is symbolized as a circle 5S with an arrow, the left front heading rotor 6 is symbolized as an ellipse 6, and the rotation direction of the left front heading rotor 6 can be that the bottom blade rotates forward or backward, the right rear heading rotor 7 is symbolized as an ellipse 7, and the rotation direction of the right rear heading rotor 7 can be that the bottom blade rotates forward or backward.

[0061] The gravity balance equation for an aircraft is: F1+F2+F3+F4+F5=Pf………………(1).

[0062] (1) Where Pf is the weight of the aircraft.

[0063] The ascent equation for an aircraft is: (F1+df)+(F2+df)+(F3+df)+(F4+df)+(F5+df)>Pf...(1-1).

[0064] (1-1) In formula df, it is the change of rotor lift.

[0065] The descent equation for an aircraft is: (F1-df)+(F2-df)+(F3-df)+(F4-df)+(F5-df)<Pf...(1-2).

[0066] Equations (1), (1-1), and (1-2) represent the lift linkage control of the right front rotor 1, the left rear rotor 2, the left front rotor 3, the right rear rotor 4, and the central large rotor 5 to control the ascent and descent and hovering of the aircraft.

[0067] The moment that causes the aircraft to pitch backward is: F1*Px+F3*Px.

[0068] The moment that causes the aircraft to pitch forward is: F2*Px+F4*Px.

[0069] The pitch balance equation of the aircraft is: F1*Px+F3*Px= F2*Px+F4*Px………………(2).

[0070] The equation for the aircraft's pitch back is: (F1+df)*Px+(F3+df)*Px>(F2-df)*Px+(F4-df)*Px…………(2-1).

[0071] The equation for the aircraft to pitch forward is: (F1-df)*Px+(F3-df)*Px<(F2+df)*Px+(F4+df)*Px…………(2-2).

[0072] Equations (2), (2-1), and (2-2) represent the pitch control of the aircraft by differentially controlling the lift of the right front rotor 1, the left front rotor 3, and the left rear rotor 2, the right rear rotor 4.

[0073] The moment that causes the aircraft to roll to the left is: F1*Py+F4*Py.

[0074] The moment that causes the aircraft to roll to the right is: F3*Py+F2*Py.

[0075] The roll balance equation of an aircraft is: F1*Py+F4*Py = F3*Py+F2*Py………………(3).

[0076] The equation for the aircraft rolling to the left is: (F1+df)*Py+ (F4+df)*Py> (F3-df)*Py+ (F2-df)*Py…………(3-1).

[0077] The equation for the aircraft to roll to the right is: (F1-df)*Py+(F4-df)*Py<(F3+df)*Py+(F2+df)*Py…………(3-2). Equations (3), (3-1) and (3-2) represent the right front rotor 1, the right rear rotor 4 and the left front rotor. 3. The lift differential of the left rear rotor 2 controls the roll of the aircraft.

[0078] Equations (2), (2-1), (2-2), (3), (3-1) and (3-2) show that the method of manipulating the pitch and roll of a diagonal heading rotor multi-rotor aircraft is the same as the method of manipulating the pitch and roll of a conventional quadrotor; in the process of manipulating the pitch and roll, only the lift of the right front rotor 1, the left rear rotor 2, the left front rotor 3 and the right rear rotor 4 is changed, and there is no need to change the lift of the central large rotor 5, the left front heading rotor 6 and the right rear heading rotor 7.

[0079] The counter torque nj5 of the central large rotor 5 rotating clockwise S causes the aircraft to rotate counterclockwise N.

[0080] The counter-torque nj1 of the right front rotor 1 rotating clockwise S causes the aircraft to rotate counterclockwise N.

[0081] The counter-torque nj2 of the left rear rotor 2 rotating clockwise S causes the aircraft to rotate counterclockwise N.

[0082] The counter-torque nj3 of the left front rotor 3 rotating clockwise S causes the aircraft to rotate counterclockwise N.

[0083] The counter-torque nj4 of the right rear rotor 4 rotating clockwise S causes the aircraft to rotate counterclockwise N.

[0084] The total reaction torque that causes the aircraft to rotate counterclockwise by N is: nj1+ nj2+ nj3+ nj4+ nj5 The lift F6 of the left front tack rotor is horizontally directed to the right, and the distance from the lift F6 of the left front tack rotor to the center of gravity P of the aircraft is P67.

[0085] The torque that causes the aircraft to rotate clockwise S is: F6*P67 The lift F7 of the right rear heading rotor is horizontally to the left, and the distance from the lift F7 of the right rear heading rotor to the center of gravity P of the aircraft is also P67.

[0086] The torque that causes the aircraft to rotate clockwise S is: F7*P67 The total torque that causes the aircraft to rotate clockwise S is: F6*P67+ F7*P67 The aircraft heading balance equation is: F6*P67+ F7*P67= nj1+ nj2+ nj3+ nj4+ nj5......(4).

[0087] The equation for turning the aircraft to the right is: (F6+df)*P67+ (F7+df)*P67>nj1+ nj2+ nj3+ nj4+ nj5…………(4-1).

[0088] The equation for turning the aircraft to the left is: (F6-df)*P67+ (F7-df)*P67<nj1+ nj2+ nj3+ nj4+ nj5......(4-2).

[0089] Equations (4), (4-1), and (4-2) represent the lift linkage control of the left front heading rotor 6 and the right rear heading rotor 7 to control the heading of the aircraft. During the heading control process, only the lift of the left front heading rotor 6 and the right rear heading rotor 7 is changed, and there is no need to change the lift of the central large rotor 5, the right front rotor 1, the left rear rotor 2, the left front rotor 3, and the right rear rotor 4.

[0090] Since the lift of the left front yaw rotor 6 and the right rear yaw rotor 7 is horizontal and there is no vertical lift, there is no effect on the pitch and roll of the aircraft. The change of the center of gravity P of the aircraft is not related to the heading control, and the center of gravity position of the aircraft is allowed to change within a large range.

[0091] During the process of manipulating the pitch, roll and heading of the diagonal heading rotor multi-rotor aircraft, the lift F5 of the central large rotor remains in its original state.

[0092] The lift force F5 of the central large rotor only participates in the control of the aircraft's ascent and descent and hovering (see equations (1), (1-1) and (1-2)).

[0093] Will Figure 1 The right front rotor 1 of the diagonal yaw rotor multi-rotor aircraft of the first embodiment shown is set from clockwise rotation S to counterclockwise rotation N, and the left rear rotor 2 is set from clockwise rotation S to counterclockwise rotation N, and other aspects remain unchanged, which constitutes the diagonal yaw rotor multi-rotor aircraft of the second embodiment. The flight principle is shown in FIG. Figure 3 illustrate.

[0094] Figure 3 1 is a schematic diagram of the flight principle of a diagonal yaw rotor multi-rotor aircraft according to a second embodiment of the present invention. Figure 3 In, see Figure 2 ,Compare Figure 2 and Figure 3It can be seen that the vertical lift of the diagonal heading rotor multi-rotor aircraft of the second embodiment is the same in magnitude and direction as the vertical lift of the diagonal heading rotor multi-rotor aircraft of the first embodiment. Therefore, the control methods of lifting, hovering, pitching, and rolling are the same.

[0095] The gravity balance equation of the aircraft is also: F1+F2+F3+F4+F5=Pf………………(1).

[0096] The ascent equation for the aircraft is also: (F1+df)+(F2+df)+(F3+df)+(F4+df)+(F5+df)>Pf...(1-1).

[0097] The descent equation for the aircraft is also: (F1-df)+(F2-df)+(F3-df)+(F4-df)+(F5-df)<Pf...(1-2).

[0098] The pitch balance equation of the aircraft is also: F1*Px+F3*Px= F2*Px+F4*Px………………(2).

[0099] The aircraft pitch equation is also: (F1+df)*Px+(F3+df)*Px>(F2-df)*Px+(F4-df)*Px…………(2-1).

[0100] The aircraft pitch equation is also: (F1-df)*Px+(F3-df)*Px<(F2+df)*Px+(F4+df)*Px…………(2-2).

[0101] The roll balance equation of the aircraft is also: F1*Py+F4*Py = F3*Py+F2*Py………………(3).

[0102] The equation for the aircraft rolling to the left is also: (F1+df)*Py+ (F4+df)*Py> (F3-df)*Py+ (F2-df)*Py…………(3-1).

[0103] The equation for the aircraft rolling to the right is also: (F1-df)*Py+(F4-df)*Py<(F3+df)*Py+(F2+df)*Py…………(3-2).

[0104] The counter torque nj5 of the central large rotor rotating clockwise S causes the aircraft to rotate counterclockwise N.

[0105] The counter-torque nj3 of the left front rotor 3 rotating clockwise S causes the aircraft to rotate counterclockwise N.

[0106] The counter-torque nj4 of the right rear rotor 4 rotating clockwise S causes the aircraft to rotate counterclockwise N.

[0107] The total reaction torque that causes the aircraft to rotate counterclockwise by N is: nj3+ nj4+ nj5 The counter-torque sj1 of the right front rotor 1 rotating counterclockwise N causes the aircraft to rotate clockwise S.

[0108] The counter-torque sj2 of the left rear rotor 2 rotating counterclockwise N causes the aircraft to rotate clockwise S.

[0109] The total counter torque that causes the aircraft to rotate clockwise S is: sj1+ sj2 The total torque that causes the aircraft to rotate clockwise S is also: F6*P67+ F7*P67 The aircraft heading balance equation is: F6*P67+ F7*P67+ sj1+ sj2= nj3+ nj4+ nj5……(4-3).

[0110] The equation for turning the aircraft to the right is: (F6+df)*P67+ (F7+df)*P67+ sj1+ sj2>nj3+ nj4+ nj5......(4-4).

[0111] The equation for turning the aircraft to the left is: (F6-df)*P67+ (F7-df)*P67+ sj1+ sj2<nj3+ nj4+ nj5......(4-5).

[0112] Equations (4-3), (4-4), and (4-5) represent the lift-linked control of the aircraft's heading by the left front yaw rotor 6 and the right rear yaw rotor 7.

[0113] Will Figure 1 The right front rotor 1 of the diagonal yaw rotor multi-rotor aircraft of the first embodiment shown is set from clockwise rotation S to counterclockwise rotation N, the left rear rotor 2 is set from clockwise rotation S to counterclockwise rotation N, the left front rotor 3 is set from clockwise rotation S to counterclockwise rotation N, and the right rear rotor 4 is set from clockwise rotation S to counterclockwise rotation N. Other aspects remain unchanged, which constitutes the diagonal yaw rotor multi-rotor aircraft of the third embodiment. The flight principle is shown in FIG. Figure 4 illustrate.

[0114] Figure 4 This is a schematic diagram of the flight principle of a diagonal yaw rotor multi-rotor aircraft according to the third embodiment of the present invention, see Figure 2 ,Compare Figure 2 and Figure 4 It can be seen that the vertical lift of the diagonal heading rotor multi-rotor aircraft of the third embodiment is the same in magnitude and direction as the vertical lift of the diagonal heading rotor multi-rotor aircraft of the first embodiment. Therefore, the control methods of lifting, hovering, pitching, and rolling are the same.

[0115] The gravity balance equation of the aircraft is also equation (1), the ascent equation of the aircraft is also equation (1-1), and the descent equation of the aircraft is also equation (1-2).

[0116] The aircraft pitch balance equation is also equation (2), the aircraft backward equation is also equation (2-1), and the aircraft forward equation is also equation (2-2).

[0117] The aircraft roll balance equation is also equation (3), the aircraft roll equation to the left is also equation (3-1), and the aircraft roll equation to the right is also equation (3-2).

[0118] The counter torque nj5 of the central large rotor rotating clockwise S causes the aircraft to rotate counterclockwise N.

[0119] The counter-torque sj1 of the right front rotor 1 rotating counterclockwise N causes the aircraft to rotate clockwise S.

[0120] The counter-torque sj2 of the left rear rotor 2 rotating counterclockwise N causes the aircraft to rotate clockwise S.

[0121] The counter-torque sj3 of the left front rotor 3 rotating counterclockwise N causes the aircraft to rotate clockwise S.

[0122] The counter-torque sj4 of the right rear rotor 4 rotating counterclockwise N causes the aircraft to rotate clockwise S.

[0123] The total counter torque that causes the aircraft to rotate clockwise S is: sj1+ sj2+ sj3+ sj4 The total torque that causes the aircraft to rotate clockwise S is also: F6*P67+ F7*P67 The aircraft heading balance equation is: F6*P67+ F7*P67+ sj1+ sj2+ sj3+ sj4= nj5…………(4-6).

[0124] The equation for turning the aircraft to the right is: (F6+df)*P67+ (F7+df)*P67+ sj1+ sj2+ sj3+ sj42>nj5…………(4-7).

[0125] The equation for turning the aircraft to the left is: (F6-df)*P67+ (F7-df)*P67+ sj1+ sj2+ sj3+ sj4<nj5………(4-8).

[0126] Equations (4-6), (4-7), and (4-8) represent the lift-linked control of the aircraft's heading by the left front yaw rotor 6 and the right rear yaw rotor 7.

[0127] Will Figure 1 The right front rotor 1 of the diagonal yaw rotor multi-rotor aircraft of the first embodiment shown is set from clockwise rotation S to counterclockwise rotation N, the left rear rotor 2 is set from clockwise rotation S to counterclockwise rotation N, the left front rotor 3 is set from clockwise rotation S to counterclockwise rotation N, the right rear rotor 4 is set from clockwise rotation S to counterclockwise rotation N, the central large rotor 5 is set from clockwise rotation S to counterclockwise rotation N, the lift F6 of the left front yaw rotor is set from horizontal to right to horizontal to left, and the lift F7 of the right rear yaw rotor is set from horizontal to left to horizontal to right. Other aspects remain unchanged, which constitutes the diagonal yaw rotor multi-rotor aircraft of the fourth embodiment. For the flight principle, see Figure 5 illustrate.

[0128] Figure 5 FIG is a schematic diagram of the flight principle of a diagonal yaw rotor multi-rotor aircraft according to the fourth embodiment of the present invention, see Figure 2 ,Compare Figure 2 and Figure 5 It can be seen that the vertical lift of the diagonal heading rotor multi-rotor aircraft of the fourth embodiment is the same in magnitude and direction as the vertical lift of the diagonal heading rotor multi-rotor aircraft of the first embodiment. Therefore, the control methods of lifting, hovering, pitching, and rolling are the same.

[0129] The gravity balance equation of the aircraft is also equation (1), the ascent equation of the aircraft is also equation (1-1), and the descent equation of the aircraft is also equation (1-2).

[0130] The aircraft pitch balance equation is also equation (2), the aircraft backward equation is also equation (2-1), and the aircraft forward equation is also equation (2-2).

[0131] The aircraft roll balance equation is also equation (3), the aircraft roll equation to the left is also equation (3-1), and the aircraft roll equation to the right is also equation (3-2).

[0132] The counter-torque sj5 of the central large rotor rotating counterclockwise N causes the aircraft to rotate clockwise S.

[0133] The counter-torque sj1 of the right front rotor 1 rotating counterclockwise N causes the aircraft to rotate clockwise S.

[0134] The counter-torque sj2 of the left rear rotor 2 rotating counterclockwise N causes the aircraft to rotate clockwise S.

[0135] The counter-torque sj3 of the left front rotor 3 rotating counterclockwise N causes the aircraft to rotate clockwise S.

[0136] The counter-torque sj4 of the right rear rotor 4 rotating counterclockwise N causes the aircraft to rotate clockwise S.

[0137] The total counter torque that causes the aircraft to rotate clockwise S is: sj1+ sj2+ sj3+ sj4+sj5 The total moment that causes the aircraft to rotate counterclockwise by N is generated by the lift F6 of the left front yaw rotor and the lift F7 of the right rear yaw rotor. F6*P67+ F7*P67 The aircraft heading balance equation is: F6*P67+ F7*P67 = sj1+ sj2+ sj3+ sj4+sj5......(4-9).

[0138] The equation for turning the aircraft to the left is: (F6+df)*P67+ (F7+df)*P67>sj1+ sj2+ sj3+ sj4+sj5…………(4-10).

[0139] The equation for turning the aircraft to the right is: (F6-df)*P67+ (F7-df)*P67<sj1+ sj2+ sj3+ sj4+sj5......(4-11).

[0140] Equations (4-9), (4-10), and (4-11) represent the lift-linked control of the aircraft's heading by the left front yaw rotor 6 and the right rear yaw rotor 7.

[0141] From the above Figures 2 to 5 It can be seen from the description that the total torque generated by the lift of the left front heading rotor 6 and the right rear heading rotor 7 makes the direction of rotation of the aircraft always opposite to the direction of rotation of the aircraft caused by the counter-torque of the central large rotor 5; the rotation direction of the right front rotor 1, the left rear rotor 2, the left front rotor 3, and the right rear rotor 4 is the same as or opposite to the rotation direction of the central large rotor 5.

[0142] Figure 61 is a schematic structural diagram of a diagonal yaw rotor multi-rotor aircraft according to a fifth embodiment of the present invention. Figure 6 In the figure, the fuselage 39 is connected to the landing gear 40 at the bottom, the center of the fuselage top plate 66 on the top of the fuselage 39 is connected to the wing-shaped small tower 25, the top of the wing-shaped small tower 25 is connected to the central large motor 15, and the central large motor 15 is connected to the central large rotor 5. The rotation center of the central large rotor 5 is at the center of gravity P of the aircraft, and the rotation plane of the central large rotor 5 is horizontal. When the central large rotor is set to rotate counterclockwise N, the lift of the central large rotor 5 is vertically upward (see Figure 7 ).

[0143] The right front portion of the fuselage 39 is connected to the right front arm 31 in a forward-swept manner. The right front motor mounting base 21-1 is connected to the front end of the right front arm 31. The right front motor mounting base 21-1 is connected to the right front motor 11. The right front motor 11 is connected to the right front rotor 1. The right front rotor 1 is set to rotate counterclockwise N, the rotation plane of the right front rotor 1 is horizontal, and the lift F1 of the right front rotor is vertically upward (see Figure 7 The front end of the right front motor mounting seat 21-1 is connected to the right front longitudinal machine arm 37, and the right front longitudinal machine arm 37 is parallel to the longitudinal axis of the aircraft. The right front transverse motor mounting seat 28 is connected to the front end of the right front longitudinal machine arm 37. The right side of the right front transverse motor mounting seat 28 is connected to the right front transverse motor 18. The right side of the right front transverse motor 18 is connected to the right front yaw rotor 8. The rotating plane of the right front yaw rotor 8 is perpendicular to the horizontal plane. The lift F8 of the right front yaw rotor 8 is horizontally to the left (see Figure 7 ).

[0144] The left front portion of the fuselage 39 is connected to the left front arm 33 in a forward-swept manner. The left front arm 33 and the right front arm 31 have the same forward sweep angle, and the left front arm 33 has the same size as the right front arm 31. The left front motor mounting base 23 is connected to the front end of the left front arm 33. The left front motor 13 is connected to the left front motor mounting base 23, and the left front rotor 3 is connected to the left front motor 13. The left front rotor 3 is set to rotate counterclockwise N. When the left front rotor 3 is connected, the rotation plane of the left front rotor 3 is horizontal, and the lift F3 of the left front rotor is vertically upward (see Figure 7 ).

[0145] The right rear portion of the fuselage 39 is connected to the right rear arm 34 in a swept-back manner. The length of the right rear arm 34 is equal to the length of the right front arm 31, and the sweep angle of the right rear arm 34 is equal to the forward sweep angle of the right front arm 31. The right rear motor mounting base 24 is connected to the rear end of the right rear arm 34. The right rear motor 14 is connected to the right rear motor mounting base 24. The right rear motor 14 is connected to the right rear rotor 4. The right rear rotor 4 is set to rotate counterclockwise N. When the right rear rotor 4 is connected, the rotation plane of the right rear rotor 4 is horizontal, and the lift F4 of the right rear rotor is vertically upward (see Figure 7 ).

[0146] The left rear portion of the fuselage 39 is connected to the left rear arm 32 in a swept-back manner. The length of the left rear arm 32 is equal to the length of the right front arm 31, and the sweep angle of the left rear arm 32 is equal to the forward sweep angle of the right front arm 31. The left rear motor mounting base 22-1 is connected to the rear end of the left rear arm 32. The left rear motor 12 is connected to the left rear motor mounting base 22-1. The left rear motor 12 is connected to the left rear rotor 2. The left rear rotor 2 is set to rotate counterclockwise N. When the left rear rotor 2 is connected, the rotation plane of the left rear rotor 2 is horizontal, and the lift F2 of the left rear rotor is vertically upward (see Figure 7 The rear side of the left rear motor mounting seat 22-1 is connected to the left rear longitudinal machine arm 38, and the left rear longitudinal machine arm 38 is parallel to the longitudinal axis of the fuselage 39. The size of the left rear longitudinal machine arm 38 is equal to the size of the right front longitudinal machine arm 37. The rear end of the left rear longitudinal machine arm 38 is connected to the left rear transverse motor mounting seat 29. The left side of the left rear transverse motor mounting seat 29 is connected to the left rear transverse motor 19. The left side of the left rear transverse motor 19 is connected to the left rear yaw rotor 9. The rotating surface of the left rear yaw rotor 9 is perpendicular to the horizontal plane. The lift F9 of the left rear yaw rotor 9 is horizontally to the right (see Figure 7 ).

[0147] The line connecting the rotation centers of the four rotors, right front rotor 1, left rear rotor 2, left front rotor 3 and right rear rotor 4, is a square or a rectangle, and the center of gravity P of the aircraft overlaps with the center of the square or rectangle.

[0148] Under the same throttle setting, the lift F5 of the central large rotor is greater than the sum of the lifts of the right front rotor 1, the left rear rotor 2, the left front rotor 3, and the right rear rotor 4. The central large rotor 5 provides most of the lift of the aircraft.

[0149] The sizes of the right front rotor 1, the left rear rotor 2, the left front rotor 3, and the right rear rotor 4 are set to be the same, and the parameters of the corresponding drive motors are set to be the same. Under the same throttle, the lift and counter-torque of the right front rotor 1, the left rear rotor 2, the left front rotor 3, and the right rear rotor 4 are the same.

[0150] The right front yaw rotor 8 and the left rear yaw rotor 9 are set to have the same size and the same parameters of the corresponding drive motors. Under the same throttle, the lift of the right front yaw rotor 8 and the left rear yaw rotor 9 is the same.

[0151] Seven ESCs are connected to seven motors, and a flight controller is connected to the seven ESCs. The flight controller controls the output voltage of the ESCs to change the speed of the motors, which drives the lift of the rotors to change, thereby changing the flight attitude of the aircraft. This constitutes a fifth embodiment of a diagonal yaw rotor multi-rotor aircraft with a central large rotor rotating counterclockwise. The flight principle is shown in FIG. Figure 7 .

[0152] Figure 71 is a schematic diagram of the flight principle of a diagonal-heading rotor-type multi-rotor aircraft according to a fifth embodiment of the present invention. Figure 7 yes Figure 6 The symbolic diagram of the diagonal heading rotor multi-rotor aircraft of the fifth embodiment is shown, and the symbolic method is the same as Figure 2 right Figure 1 Symbolization (see Figure 2 illustrate).

[0153] See also Figure 5 ,Compare Figure 5 and Figure 7 It can be seen that the lift in the vertical direction of the diagonal yaw rotor multi-rotor aircraft of the fifth embodiment is the same in magnitude and direction as the lift in the vertical direction of the diagonal yaw rotor multi-rotor aircraft of the fourth embodiment. Therefore, the control methods of lifting, hovering, pitching, and rolling are the same; the left front yaw rotor 6 is translated to the right to the front end of the right front longitudinal arm 37 to become the right front yaw rotor 8, and the direction of the lift is the same; the right rear yaw rotor 7 is translated to the left to the rear end of the left rear longitudinal arm 38 to become the left rear yaw rotor 9, and the direction of the lift is the same. The diagonal yaw rotor multi-rotor aircraft of the fifth embodiment and the diagonal yaw rotor multi-rotor aircraft of the fourth embodiment have the same method for controlling the heading.

[0154] The gravity balance equation of the aircraft is also equation (1), the ascent equation of the aircraft is also equation (1-1), and the descent equation of the aircraft is also equation (1-2).

[0155] The aircraft pitch balance equation is also equation (2), the aircraft backward equation is also equation (2-1), and the aircraft forward equation is also equation (2-2).

[0156] The aircraft roll balance equation is also equation (3), the aircraft roll equation to the left is also equation (3-1), and the aircraft roll equation to the right is also equation (3-2).

[0157] The total counter-torque of the central rotor, right front rotor 1, left rear rotor 2, left front rotor 3, and right rear rotor 4, which rotate counter-clockwise N and make the aircraft rotate clockwise S, is: sj1+ sj2+ sj3+ sj4+sj5 The total moment that causes the aircraft to rotate counterclockwise by N is generated by the lift F8 of the right front yaw rotor and the lift F9 of the left rear yaw rotor. F8*P89+ F9*P89 The above formula P89 represents the distance from the lift F8 of the right front yaw rotor 8 or the lift F9 of the left rear yaw rotor 9 to the center of gravity P of the aircraft.

[0158] The aircraft heading balance equation is (similar to equation (4-9)): F8*P89+ F9*P89 = sj1+ sj2+ sj3+ sj4+sj5……… (4-12).

[0159] The equation for the aircraft to turn left is (similar to equation (4-10)): (F8+df)*P89+ (F9+df)*P89>sj1+ sj2+ sj3+ sj4+sj5…………(4-13).

[0160] The equation for the aircraft to turn right is (similar to equation (4-11)): (F8-df)*P89+ (F9-df)*P89<sj1+ sj2+ sj3+ sj4+sj5......(4-14).

[0161] Equations (4-12), (4-13), and (4-14) represent the lift-linked control of the aircraft's heading by the right front heading rotor 8 and the left rear heading rotor 9.

[0162] Will Figure 6 The left front rotor 3 of the diagonal yaw rotor multi-rotor aircraft of the fifth embodiment shown is set from counterclockwise rotation N to clockwise rotation S, and the right rear rotor 4 is set from counterclockwise rotation N to clockwise rotation S, and other aspects remain unchanged, which constitutes the diagonal yaw rotor multi-rotor aircraft of the sixth embodiment. The flight principle is shown in FIG. Figure 8 illustrate.

[0163] Figure 8 1 is a schematic diagram of the flight principle of a diagonal yaw rotor multi-rotor aircraft according to a sixth embodiment of the present invention. Figure 8 In, see Figure 7 ,Compare Figure 8 and Figure 7 It can be seen that the vertical lift of the diagonal heading rotor multi-rotor aircraft of the sixth embodiment is the same in magnitude and direction as the vertical lift of the diagonal heading rotor multi-rotor aircraft of the fifth embodiment. Therefore, the control methods of lifting, hovering, pitching, and rolling are the same.

[0164] Figure 8 In the equation, the gravity balance equation of the aircraft is also equation (1), the ascent equation of the aircraft is also equation (1-1), and the descent equation of the aircraft is also equation (1-2).

[0165] The aircraft pitch balance equation is also equation (2), the aircraft backward equation is also equation (2-1), and the aircraft forward equation is also equation (2-2).

[0166] The aircraft roll balance equation is also equation (3), the aircraft roll equation to the left is also equation (3-1), and the aircraft roll equation to the right is also equation (3-2).

[0167] The total counter-torque of the central rotor 5, the right front rotor 1, and the left rear rotor 2 that rotate counter-clockwise N and make the aircraft rotate clockwise S is: sj1+ sj2+sj5 The total reaction torque of the left front rotor 3 and the right rear rotor 4 rotating clockwise S and causing the aircraft to rotate counterclockwise N is: nj3+ nj4 The total torque that causes the aircraft to rotate counterclockwise by N is also: F8*P89+ F9*P89 The aircraft heading balance equation is: F8*P89+ F9*P89 + nj3+ nj4= sj1+ sj2+sj5………(4-15).

[0168] The equation for turning the aircraft to the left is: (F8+df)*P89+ (F9+df)*P89+ nj3+ nj4>sj1+ sj2 +sj5......(4-16).

[0169] The equation for turning the aircraft to the right is: (F8-df)*P89+ (F9-df)*P89+ nj3+ nj4<sj1+ sj2+ sj5......(4-17).

[0170] Equations (4-15), (4-16), and (4-17) represent the lift-linked control of the aircraft's heading by the right front heading rotor 8 and the left rear heading rotor 9.

[0171] Will Figure 8 The right front rotor 1 of the diagonal yaw rotor multi-rotor aircraft of the sixth embodiment shown is set from counterclockwise rotation N to clockwise rotation S, and the left rear rotor 2 is set from counterclockwise rotation N to clockwise rotation S, and other aspects remain unchanged, which constitutes the diagonal yaw rotor multi-rotor aircraft of the seventh embodiment. The flight principle is shown in FIG. Figure 9 illustrate.

[0172] Figure 9 FIG is a schematic diagram of the flight principle of a diagonal yaw rotor multi-rotor aircraft according to the seventh embodiment of the present invention, see Figure 8 ,Compare Figure 9 and Figure 8It can be seen that the vertical lift of the diagonal heading rotor multi-rotor aircraft of the seventh embodiment is the same in magnitude and direction as the vertical lift of the diagonal heading rotor multi-rotor aircraft of the sixth embodiment. Therefore, the control methods of lifting, hovering, pitching, and rolling are the same.

[0173] Figure 9 In the equation, the gravity balance equation of the aircraft is also equation (1), the ascent equation of the aircraft is also equation (1-1), and the descent equation of the aircraft is also equation (1-2).

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

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

[0176] The counter torque of the central large rotor 5 rotating counterclockwise N to cause the aircraft to rotate clockwise S is: sj5.

[0177] The total reaction torque of the right front rotor 1, left rear rotor 2, left front rotor 3, and right rear rotor 4 rotating clockwise S to make the aircraft rotate counterclockwise N is: nj1+ nj2+nj3+ nj4 The total torque that causes the aircraft to rotate counterclockwise by N is also: F8*P89+ F9*P89 The aircraft heading balance equation is: F8*P89+ F9*P89 + nj1+ nj2+nj3+ nj4= sj5……(4-18).

[0178] The equation for turning the aircraft to the left is: (F8+df)*P89+ (F9+df)*P89+ nj1+ nj2+nj3+ nj4>sj5…………(4-19).

[0179] The equation for turning the aircraft to the right is: (F8-df)*P89+ (F9-df)*P89+ nj1+ nj2+nj3+ nj4<sj5………(4-20).

[0180] Equations (4-18), (4-19), and (4-20) represent the lift-linked control of the aircraft's heading by the right front heading rotor 8 and the left rear heading rotor 9.

[0181] Will Figure 9The central large rotor 5 of the diagonal yaw rotor multi-rotor aircraft of the seventh embodiment shown is set to rotate clockwise S instead of counterclockwise N, the lift F8 of the right front yaw rotor is set to horizontally right, and the lift F9 of the left rear yaw rotor is set to horizontally left. Other aspects remain unchanged, which constitutes the diagonal yaw rotor multi-rotor aircraft of the eighth embodiment. The flight principle is shown in FIG. Figure 10 illustrate.

[0182] Figure 10 FIG is a schematic diagram of the flight principle of a diagonal yaw rotor multi-rotor aircraft according to an eighth embodiment of the present invention, see Figure 9 ,Compare Figure 10 and Figure 9 It can be seen that the vertical lift of the diagonal heading rotor multi-rotor aircraft of the eighth embodiment is the same in magnitude and direction as the vertical lift of the diagonal heading rotor multi-rotor aircraft of the seventh embodiment. Therefore, the control methods of lifting, hovering, pitching, and rolling are the same.

[0183] Figure 10 In the equation, the gravity balance equation of the aircraft is also equation (1), the ascent equation of the aircraft is also equation (1-1), and the descent equation of the aircraft is also equation (1-2).

[0184] The aircraft pitch balance equation is also equation (2), the aircraft backward equation is also equation (2-1), and the aircraft forward equation is also equation (2-2).

[0185] The aircraft roll balance equation is also equation (3), the aircraft roll equation to the left is also equation (3-1), and the aircraft roll equation to the right is also equation (3-2).

[0186] The total reaction torque of the central large rotor 5, right front rotor 1, left rear rotor 2, left front rotor 3, and right rear rotor 4 that rotate clockwise S and make the aircraft rotate counterclockwise N is: nj1+ nj2+nj3+ nj4+nj5 The total moment that causes the aircraft to rotate clockwise S is generated by the lift F8 of the right front yaw rotor and the lift F9 of the left rear yaw rotor. F8*P89+ F9*P89 The aircraft heading balance equation is: F8*P89+ F9*P89 = nj1+ nj2+nj3+ nj4+nj5……… (4-21).

[0187] The equation for turning the aircraft to the right is: (F8+df)*P89+ (F9+df)*P89>nj1+ nj2+nj3+ nj4+nj5......(4-22).

[0188] The equation for turning the aircraft to the left is: (F8-df)*P89+ (F9-df)*P89<nj1+ nj2+nj3+ nj4+nj5......(4-23).

[0189] Equations (4-21), (4-22), and (4-23) represent the lift-linked control of the aircraft's heading by the right front heading rotor 8 and the left rear heading rotor 9.

[0190] From the above Figures 7 to 10 It can be seen from the description that the total torque generated by the lift of the right front heading rotor 8 and the left rear heading rotor 9 makes the direction of rotation of the aircraft always opposite to the direction of rotation of the aircraft caused by the counter-torque of the central large rotor 5; the rotation direction of the right front rotor 1, the left rear rotor 2, the left front rotor 3, and the right rear rotor 4 is the same as or opposite to the rotation direction of the central large rotor 5.

[0191] In the above embodiment, the lift of the central large rotor 5 is set vertically upward. In other embodiments, the lift of the central large rotor 5 can be set to be inclined forward by 6° to 10°, which can reduce the forward tilt angle of the fuselage during forward flight and reduce flight resistance.

[0192] Figure 11 The invention shows an exploded view of the connection of the right front rotor 1, the left rear rotor 2, the left front rotor 3, the right rear rotor 4, the left front yaw rotor 6 and the right rear yaw rotor 7 of the diagonal yaw rotor multi-rotor aircraft according to the first embodiment of the present invention.

[0193] Figure 11 In, see Figure 1 The long screw 52 connects the horizontal motor connecting plate 58, the pipe clamp 54, and the horizontal right rear motor mounting seat reinforcement plate 57 of the right rear motor mounting seat 24-1 together to form the horizontal right rear motor mounting seat 24-1, and connects the right rear motor mounting seat 24-1, the rear end of the right rear machine arm 34, and the front end of the right rear longitudinal machine arm 36 together.

[0194] The screw 51 passes through the motor connecting plate 58 of the right rear motor mounting base 24-1 from bottom to top to connect the right rear motor 14 to the right rear motor mounting base 24-1. The screw 51 connects the right rear rotor 4 to the right rear motor 14. When the right rear rotor 4 is connected, the lift of the right rear rotor 4 is vertically upward (see Figure 2 ).

[0195] As shown in the lower right corner of the figure, a long screw 52 connects the motor connecting plate 53, the pipe clamp 54, and the motor mounting seat reinforcement plate 55 perpendicular to the horizontal plane together to form the right rear transverse motor mounting seat 27, and the right rear transverse motor mounting seat 27 is connected to the rear end of the right rear longitudinal machine arm 36 (see Figure 1 ).

[0196] The screw 51 passes through the motor connecting plate 53 of the right rear transverse motor mounting seat 27 from left to right to connect the right rear transverse motor 17 to the right side of the right rear transverse motor mounting seat 27. The motor shaft of the right rear transverse motor 17 is horizontally facing right (see Figure 1 ).

[0197] The screw 51 connects the right rear yaw rotor 7 to the right side of the right rear transverse motor 17. When the right rear yaw rotor 7 is connected, the lift of the right rear yaw rotor 7 is horizontally directed to the left (see Figure 2 ).

[0198] As shown in the lower left corner of the figure, a long screw 52 connects the horizontal motor connecting plate 53, the pipe clamp 54, and the horizontal motor mounting seat reinforcement plate 55 together to form the left rear motor mounting seat 22, and the left rear motor mounting seat 22 is connected to the rear end of the left rear machine arm 32 (see Figure 1 ).

[0199] The screw 51 passes through the motor connecting plate 53 of the left rear motor mounting seat 22 from bottom to top to connect the left rear motor 12 to the left rear motor mounting seat 22, and the motor shaft of the left rear motor 12 is vertically upward.

[0200] The screw 51 connects the left rear rotor 2 to the upper side of the left rear motor 12. When the left rear rotor 2 is connected, the left rear rotor 2 is vertically upward (see Figure 2 ).

[0201] The connection method of the left front-to-front motor mounting seat 23 - 1 refers to the connection method of the right rear-to-rear motor mounting seat 24 - 1 .

[0202] The connection method of the left front rotor 3 refers to the connection method of the right rear rotor 4.

[0203] The connection method of the right front motor mounting seat 21 refers to the connection method of the left rear motor mounting seat 22.

[0204] The connection method of the right front rotor 1 refers to the connection method of the left rear rotor 2.

[0205] The connection method of the left front transverse motor mounting seat 26 refers to the connection method of the right rear transverse motor mounting seat 27 .

[0206] The connection method of the left front yaw rotor 6 refers to the connection method of the right rear yaw rotor 7 .

[0207] Figure 6The connection method of each rotor of the diagonal heading rotor multi-rotor aircraft shown in the figure is as follows Figure 11 Connection method shown.

[0208] Figure 12 This is a schematic diagram of the connection of the central large rotor of the diagonal heading rotor multi-rotor aircraft according to the first embodiment of the present invention. Figure 12 In the figure, the upper part of the lighthouse-type motor seat 63 is the motor mounting cone 64, on which the motor mounting cone 64 is provided with a motor shaft avoidance hole 60, a mounting hole 61, a weight-reducing hole 68, a pipeline hole 67, etc.; the lower part of the lighthouse-type motor seat 63 is the lighthouse mounting seat 65, on which the mounting hole 61 is provided; the middle part of the lighthouse-type motor seat 63 is a hollow circular tube connecting the motor mounting cone 64 and the lighthouse mounting seat 65, and the hollow circular tube allows various pipelines to pass through.

[0209] The top of the fuselage 39 is the fuselage top plate 66, which is provided with pipeline holes 67, mounting holes 61, etc.

[0210] Rivets 59 (bolts or other fasteners can also be used) connect the lighthouse mounting seat 65 to the mounting hole 61 of the fuselage top plate 66, and connect the lighthouse-type motor seat 63 to the fuselage top plate 66 at the top of the fuselage 39.

[0211] The airfoil fairing 62 is connected to the lighthouse type motor base 63 to form the airfoil small tower 25 (see Figure 1 ) The screw 51 passes through the mounting hole 61 of the motor mounting cone 64 from bottom to top to connect the central large motor 15 to the lighthouse-type motor seat 63.

[0212] The screw 51 connects the central large rotor 5 to the central large motor 15. When the central large rotor 5 is connected, the lift of the central large rotor 5 is vertically upward (see Figure 2 ).

[0213] Since the central large rotor 5 does not participate in the pitch, roll and heading control of the aircraft, the lift response requirement of the central large rotor 5 is not high, and the central large rotor 5 is very suitable for being driven by a fuel engine. The six rotors are driven by electric motors. The central large rotor 5 adopts a fuel engine-driven hybrid drive mode to improve the endurance of the aircraft. Since the fuel engine has large vibrations, a shock absorber needs to be connected to the fuel engine. Figure 13 、 Figure 14 Showing the shock absorber structure.

[0214] Figure 13 1 is a schematic diagram of the structure of the shock absorber frame of the shock absorber of the diagonal pitch rotor multi-rotor aircraft of the present invention, Figure 13 It consists of the upper and lower figures. Figure 13In the above figure, the bottom of the shock absorbing frame 73 is a circular ring with multiple mounting holes 61 provided on the circular ring. The upper part of the shock absorbing frame 73 is four shock absorbing arms 75. Three reinforcing ribs 76 and mounting holes 61 are provided on both sides and the back of the shock absorbing arms 75.

[0215] Figure 13 In the figure below, in order to conveniently display the structure of the entire shock absorber, the two reinforcing ribs 76 on both sides of the four shock absorbing arms 75 on the upper part of the shock absorber frame 73 are hidden, and only one reinforcing rib 76 on the back of the four shock absorbing arms 75 on the upper part of the shock absorber frame 73 is displayed.

[0216] Figure 14 This is a schematic diagram of the connection between the shock absorber frame, shock absorbing rubber, and engine mounting seat of the shock absorber of the diagonal pitch rotor multi-rotor aircraft of the present invention. Figure 14 It consists of the upper and lower figures.

[0217] Figure 14 In the above figure, each of the four shock absorbing arms 75 on the upper part of the shock absorbing frame 73 is connected to a VV rubber shock absorber 74 (a shock absorbing element such as a VD rubber shock absorber, a DD rubber shock absorber, or a bell-shaped rubber shock absorber may also be used), and the VV rubber shock absorber 74 is fastened to the shock absorbing arm 75 by a nut 56.

[0218] Figure 14 In the lower figure, the fuel engine mounting base 72 is connected to the bottom of the VV rubber shock absorber 74 in the four shock absorber arms 75 on the upper part of the shock absorber frame 73 and is fastened by nuts 56 to form a suspended shock absorber 80.

[0219] Figure 15 Schematic diagram of the connection between the fuel engine and the shock absorber of the diagonal-heading rotor multi-rotor aircraft of the present invention. Figure 15 In the embodiment, the fuel engine mounting foot 71 of the fuel engine 70 is connected to the fuel engine mounting seat 72 of the suspension shock absorber 80 and is fastened by screws 51.

[0220] Figure 16 This is a schematic diagram of the connection between the suspension shock absorber 80 connected to the rotor and the fuel engine and the fuselage. Figure 16 It consists of the upper and lower figures.

[0221] Figure 16 In the above figure, screw 51 connects the central large rotor 5 to the fuel engine output shaft 77 of the fuel engine 70.

[0222] Rivets 59 (bolts or other fasteners may also be used) connect the shock absorber frame 73 of the suspension shock absorber 80 to the fuselage top plate 66 of the fuselage 39 (see Figure 12 、 Figure 1 、 Figure 6 ), the suspension shock absorber 80 can be connected to the fairing to reduce flight resistance.

[0223] Figure 16 In the figure below, the central large rotor 5 is connected to the fuel engine 70. In the figure, the central large rotor 5 uses flexible blades as an example, and can also use seesaw-style waving blades.

Claims

1. A diagonal yaw rotor multi-rotor aircraft, with a landing gear connected to the underside of the fuselage, characterized by: The central large rotor, central large motor, and wing-shaped small tower are sequentially connected to the top of the center of the fuselage. The right front part of the fuselage is connected to the right front arm in a forward-swept manner. The right front motor mounting base, right front motor, and right front rotor are sequentially connected to the front end of the right front arm. The left front portion of the fuselage is connected to the left front arm in a forward-swept manner, the left front arm and the right front arm have the same forward sweep angles, the left front arm has the same size as the right front arm, the left front forward motor mounting seat, the left front motor, and the left front rotor are connected in sequence to the front end of the left front arm; the front end of the left front forward motor mounting seat is connected to the left front longitudinal arm, the left front longitudinal arm is parallel to the longitudinal axis of the aircraft, the left front heading rotor, the left front lateral motor, and the left front lateral motor mounting seat are connected in sequence to the front end of the left front longitudinal arm; the right rear side of the fuselage is connected to the right rear arm in a swept-back manner, the right rear motor mounting seat, the right rear motor, and the right rear rotor are connected in sequence to the rear end of the right rear arm, the length of the right rear arm is equal to the length of the right front arm, and the sweep angle of the right rear arm is equal to the forward sweep angle of the right front arm; the rear end of the right rear rear motor mounting seat is connected to the right rear longitudinal arm, the right rear longitudinal arm is parallel to the longitudinal axis of the aircraft, the size of the right rear longitudinal arm is the same as the size of the left front longitudinal arm, and the right The rear heading rotor, the right rear lateral motor, and the right rear lateral motor mounting seat are sequentially connected to the rear end of the right rear longitudinal arm; the left rear part of the fuselage is swept back to the left rear arm, and the left rear motor mounting seat, the left rear motor, and the left rear rotor are sequentially connected to the rear end of the left rear arm. The length of the left rear arm is equal to the length of the right front arm, and the sweep angle of the left rear arm is equal to the forward sweep angle of the right front arm; the line connecting the rotation centers of the four rotors of the right front rotor, the left front rotor, the right rear rotor and the left rear rotor is a square or a rectangle, and the center of gravity of the aircraft is set to overlap with the center of the square or rectangle; seven electric regulators are connected to the seven motors, and the flight controller is connected to the seven electric regulators. The flight controller controls the output voltage of the electric regulator to change the speed of the motor, drive the lift of the rotor to change, and thus change the flight attitude of the aircraft. Under the same throttle, the lift of the central large rotor is greater than the sum of the lift of the right front rotor, the left front rotor, the right rear rotor, and the left rear rotor. The right front rotor, left front rotor, right rear rotor, and left rear rotor have the same size, and the parameters of the corresponding drive motors are the same. Under the same throttle, the lift and counter-torque of the right front rotor, left front rotor, right rear rotor, and left rear rotor are the same; the size of the left front heading rotor and the right rear heading rotor are the same, and the parameters of the corresponding drive motors are the same. Under the same throttle, the lift of the left front heading rotor and the right rear heading rotor are the same; the total torque generated by the lift of the left front heading rotor and the right rear heading rotor makes the direction of rotation of the aircraft always opposite to the direction of rotation of the aircraft caused by the counter-torque of the central large rotor; the rotation direction of the right front rotor, left rear rotor, left front rotor, and right rear rotor is the same or opposite to the rotation direction of the central large rotor; the lift linkage of the left front heading rotor and the right rear heading rotor controls the heading of the aircraft, and the pitch and roll of the aircraft are not affected during the process of controlling the heading of the aircraft.

2. The diagonal yaw rotor multi-rotor aircraft according to claim 1, characterized in that: The center large rotor, the center large motor, and the wing-shaped small tower are connected in sequence to the top of the center of the fuselage. The right front part of the fuselage is connected to the right front arm in a forward-swept manner. The right front forward motor mounting seat, the right front motor, and the right front rotor are connected in sequence to the front end of the right front arm. The front end of the right front forward motor mounting seat is connected to the right front longitudinal arm. The right front longitudinal arm is parallel to the longitudinal axis of the fuselage. The right front heading rotor, the right front transverse motor, and the right front transverse motor mounting seat are connected in sequence to the front end of the right front longitudinal arm. The left front part of the fuselage is connected in a forward-swept manner. The left front arm, the left front arm and the right front arm have the same sweep angle, the size of the left front arm is the same as the size of the right front arm, the left front motor mounting base, the left front motor, and the left front rotor are sequentially connected to the front end of the left front arm; the right rear part of the fuselage is swept back to connect to the right rear arm, the right rear motor mounting base, the right rear motor, and the right rear rotor are sequentially connected to the rear end of the right rear arm, the length of the right rear arm is equal to the length of the right front arm, and the sweep angle of the right rear arm is equal to the sweep angle of the right front arm; the left rear part of the fuselage is swept back to connect to the right rear arm, Connect the left rear arm, the length of the left rear arm is equal to the length of the right front arm, the sweep angle of the left rear arm is equal to the sweep angle of the right front arm, the left rear motor mounting seat, the left rear motor, and the left rear rotor are connected to the rear end of the left rear arm in sequence; the rear end of the left rear motor mounting seat is connected to the left rear longitudinal arm, the left rear longitudinal arm is parallel to the longitudinal axis of the fuselage, the size of the left rear longitudinal arm is the same as that of the right front longitudinal arm, the left rear heading rotor, the left rear transverse motor, and the left rear transverse motor mounting seat are connected in sequence Connected to the rear end of the left rear longitudinal arm; the total torque generated by the lift of the right front heading rotor and the left rear heading rotor makes the direction of rotation of the aircraft always opposite to the direction of rotation of the aircraft caused by the counter-torque of the central large rotor; the rotation direction of the right front rotor, the left rear rotor, the left front rotor, and the right rear rotor is the same as or opposite to the rotation direction of the central large rotor; the lift linkage of the right front heading rotor and the left rear heading rotor controls the heading of the aircraft, and the pitch and roll of the aircraft are not affected during the process of manipulating the heading of the aircraft.

3. The diagonal yaw rotor multi-rotor aircraft according to claim 1, characterized in that: The fuel engine replaces the electric motor to drive the rotation of the central large rotor. The fuel engine is connected to the fuselage of the aircraft through a suspension shock absorber to reduce the impact of the fuel engine's vibration on the aircraft structure and the operation of the flight controller.

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