Multi-rotor aircraft with inclined tail rotors

Abstract

A landing gear is connected to the lower portion of a fuselage, a right front arm is connected to the right front portion of the fuselage in a forward-swept mode, a right front motor mounting base, a right front motor and a right front rotor are sequentially connected to the front end of the right front arm, and a left front arm is connected to the left front portion of the fuselage in a forward-swept mode. A left front motor mounting seat, a left front motor and a left front rotor are sequentially connected to the front end of a left front arm, a rear arm is longitudinally connected to the rear of a fuselage, a rear middle motor mounting seat, a rear middle motor and a rear middle rotor are sequentially connected to the middle section of the rear arm, a tail motor mounting seat, a tail motor and a tail rotor are sequentially connected to the rear end of the rear arm, and a large rotor is connected to the middle of the fuselage. The rotation directions of the right front rotor, the left front rotor and the rear middle rotor are the same, the lift force of the tail rotor is inclined, the included angle alpha between the lift force of the tail rotor and the vertical line is greater than 0 and less than 90 degrees, and the course of the aircraft is controlled by the partial moment of the lift force of the tail rotor in the horizontal direction. And the universal vertical lifting aircraft with a brand-new framework is formed.

Description

Technical Field

[0001] The present invention relates to a multi-rotor aircraft, in particular to a multi-rotor aircraft with a tilted tail rotor which controls the heading of the aircraft by utilizing a tail rotor with an inclined rotating surface. Background Art

[0002] Currently known multi-rotor aircraft, such as quadrotors, use the lift differential between the two front rotors and the two rear rotors to control pitch, the lift differential between the two right rotors and the two left rotors to control roll, and the anti-torque differential caused by the lift differential between the two rotors in one diagonal pair and the two rotors in the other diagonal pair to control heading; the roll and pitch of the aircraft are controlled by the torque differential generated by the rotor lift differential, and the heading of the aircraft is controlled by the anti-torque differential caused by the rotor lift differential. Since the torque is larger than the anti-torque, the ability to control the heading of the aircraft is weaker than the ability to control the roll and pitch of the aircraft, the aircraft's heading control sensitivity is weaker, and the ability to resist crosswinds is weaker. Summary of the Invention

[0003] In order to solve the problem that the heading control ability of existing multi-rotor aircraft is relatively weak, the present invention provides a tilt-tail rotor multi-rotor aircraft, which uses the torque change generated by the lift change of the tail rotor with an inclined rotating surface to control the heading, thereby improving the ability to control the heading of the aircraft.

[0004] The technical solution adopted by the present invention to solve its technical problems is: the fuselage is connected to the landing gear, the right front of the fuselage is connected to the right front arm in a forward-swept manner, the right front motor mounting seat, the right front motor, and the right front rotor are connected to the front end of the right front arm in sequence, the left front of the fuselage is connected to the left front arm in a forward-swept manner, the left front motor mounting seat, the left front motor, and the left front rotor are connected to the front end of the left front arm in sequence, the rear of the fuselage is longitudinally connected to the rear arm, the rear middle motor mounting seat, the rear middle motor, and the rear middle rotor are connected to the middle section of the rear arm in sequence, and the tail motor mounting seat, the tail motor, and the tail rotor are connected to the rear end of the rear arm in sequence.

[0005] When installing the right front rotor, left front rotor and rear center rotor, make the rotation planes of the right front rotor, left front rotor and rear center rotor horizontal, and the lift of the right front rotor, left front rotor and rear center rotor vertically upward; the line connecting the rotation centers of the right front rotor, left front rotor and rear center rotor forms an equilateral triangle, and the center of gravity of the aircraft is set at the center of the equilateral triangle.

[0006] The rotation direction of the right front rotor, left front rotor and rear center rotor are all set to rotate counterclockwise (looking at the rotor's rotating surface from top to bottom). When installing the tail rotor, the tail rotor's rotating surface is tilted to the right, so that the tail rotor's lift is tilted to the right. The angle between the tail rotor's lift and the vertical line is ɑ, 0<ɑ<90°. The horizontal component of the tail rotor's lift is horizontal to the right. The torque of this horizontal component relative to the aircraft's center of gravity causes the aircraft to turn to the left. The counter-torque of the counterclockwise rotating right front rotor, left front rotor and rear center rotor causes the aircraft to rotate clockwise, even if the aircraft turns to the right.

[0007] When the horizontal component of the tail rotor's torque is greater than the total counter-torque of the counterclockwise rotating right front rotor, left front rotor and rear center rotor, the aircraft turns to the left. When the horizontal component of the tail rotor's torque is less than the total counter-torque of the counterclockwise rotating right front rotor, left front rotor and rear center rotor, the aircraft turns to the right and left. When the horizontal component of the tail rotor's torque is equal to the total counter-torque of the counterclockwise rotating right front rotor, left front rotor and rear center rotor, the aircraft's heading remains stable.

[0008] Since the horizontal component of the tail rotor's torque is used to control the heading of the aircraft, its ability to control the heading of the aircraft is stronger than that of conventional multi-rotors using counter-torque.

[0009] The technical solution of the present invention is to control the heading of the aircraft by setting a tail rotor with an inclined rotating surface and utilizing the torque of the horizontal component of the tail rotor's lift relative to the center of gravity of the aircraft, thereby improving the aircraft's heading control capability. Due to the strong heading control capability, the aircraft's ability to resist crosswinds is enhanced.

[0010] Connecting a folding member to an aircraft arm can reduce the space occupied by a tilt-tail rotor multi-rotor aircraft during storage.

[0011] The tilt-tail rotor multi-rotor aircraft has the advantages of compact structure and strong wind resistance, making it suitable for flight in various weather conditions. It has become a universal vertical take-off and landing flight platform with a new architecture, and is used in manned and cargo transportation, agricultural operations, forestry operations, surveying, exploration and other fields. BRIEF DESCRIPTION OF THE DRAWINGS

[0012] The present invention will be further described below with reference to the accompanying drawings and examples.

[0013] Figure 1 1 is a schematic diagram of the structure of a tilt-tail-rotor multi-rotor aircraft according to the first embodiment of the present invention.

[0014] Figure 2 It is a schematic diagram of the working principle of the tilt-tail rotor multi-rotor aircraft according to the first embodiment of the present invention.

[0015] Figure 3 1 is a schematic diagram of the structure of a tilt-tail rotor multi-rotor aircraft according to a second embodiment of the present invention.

[0016] Figure 4 1 is a schematic diagram of the working principle of a tilt-tail-rotor multi-rotor aircraft according to a second embodiment of the present invention.

[0017] Figure 5 1 is a schematic diagram of the structure of a tilt-tail-rotor multi-rotor aircraft according to a third embodiment of the present invention.

[0018] Figure 6 It is a schematic diagram of the working principle of the tilt-tail rotor multi-rotor aircraft according to the third embodiment of the present invention.

[0019] Figure 7 It is a schematic diagram of the working principle of the tilt-tail rotor multi-rotor aircraft according to the fourth embodiment of the present invention.

[0020] Figure 8 1 is a schematic diagram of the structure of a tilt-tail-rotor multi-rotor aircraft according to the fifth embodiment of the present invention.

[0021] Figure 9 It is a schematic diagram of the working principle of a tilt-tail rotor multi-rotor aircraft according to the fifth embodiment of the present invention.

[0022] Figure 10 It is a schematic diagram of the working principle of a tilt-tail rotor multi-rotor aircraft according to the sixth embodiment of the present invention.

[0023] Figure 11 The present invention is a schematic diagram of the exploded connection between the arms and rotors of the tilt-tail rotor multi-rotor aircraft.

[0024] Figure 12 It is a schematic diagram of the connection of the large rotor of the tilt-tail rotor multi-rotor aircraft of the present invention.

[0025] In the figure, 1. Right rotor, 2. Left rotor, 3. Center and rear rotor, 4. Tail rotor, 5. Main rotor, 6. Fuselage, 7. Landing gear, 11. Right motor, 12. Left motor, 13. Rear center motor, 14. Tail motor, 15. Main motor, 21. Right motor mount, 22. Left motor mount, 23. Rear center motor mount, 24. Tail motor mount, 25. Gantry-type main motor mount, 31. Right arm, 32. Left arm, 33. Rear arm, 61. Screws, 62. Rivets, 63. Mounting holes, 64. Fuselage upper plate, 65. Integrated arm mounting clamp and motor mounting bracket, 66. Integrated arm mounting clamp and motor mounting bracket, 67. Motor shaft clearance hole, 68. Contraction joint between the integrated arm mounting clamp and the motor mounting bracket arm mounting clamp, 69. Pipe hole, 70. Carbon fiber plate, 71. Fuselage second layer plate, 72. Pipe clamp, 73. Angle aluminum, 74. Top plate of the gantry large motor mounting base, F1. Lift of the right rotor, F2. Lift of the left rotor, F3. Lift of the rear center rotor, F4. Lift of the tail rotor, Fz4. Vertical component of the tail rotor's lift, Fx4. Horizontal component of the tail rotor's lift, F5. Lift of the large rotor, Z. Vertical line, Y. Longitudinal line passing through the aircraft's center of gravity, X. Transverse and horizontal lines passing through the aircraft's center of gravity, dr. Distance from the center of rotation of the right, left, and rear center rotors to the aircraft's center of gravity, dr4. Distance from the tail rotor's center of rotation to the aircraft's center of gravity, dy. Distance from the right and left rotor's centers of rotation to a longitudinal line passing through the aircraft's center of gravity, dx. Distance from the right and left rotor's centers of rotation to a transverse line passing through the aircraft's center of gravity, T. Aircraft nose direction, P. Aircraft center of gravity, N. Rotor rotation counterclockwise, S. Rotor rotation clockwise, ɑ. Angle between the tail rotor's lift and the vertical, ABC. The lines connecting the centers of rotation of the right rotor, left rotor, and rear center rotor form an equilateral triangle. The circle with an arrow is the virtual circle of rotation of the rotor tip. The arrow represents the direction of rotation of the rotor. The small dot inside the virtual circle represents the center of rotation of the rotor. The ellipse with an arrow is the virtual ellipse of rotation of the rotor tip with an inclined rotating surface. The small dot inside the virtual ellipse represents the center of rotation of the rotor. The arrow represents the direction of rotation of the rotor. The small dot in front of F indicates that the lift is vertically upward. The small dot inside the equilateral triangle ABC represents the center of the equilateral triangle ABC, the center of gravity of the aircraft, and the center of rotation of the large rotor. Implementation Method

[0026] Figure 1 1 is a schematic diagram of the structure of a tilt-tail rotor multi-rotor aircraft according to a first embodiment of the present invention. Figure 1 It consists of an upper picture and a lower picture, the upper picture is an oblique view, and the lower picture is a rear view.

[0027] Figure 1 In the upper figure (see the lower figure), the fuselage 6 is connected to the landing gear 7, the right front of the fuselage 6 is connected to the right front arm 31 in a forward-swept manner, the front end of the right front arm 31 is connected to the right front motor mounting base 21, the right front motor mounting base 21 is connected to the right front motor 11, and the right front motor 11 is connected to the right front rotor 1. The rotating surface of the right front rotor 1 is horizontal, and the lift F1 of the right front rotor 1 is vertically upward.

[0028] The left front of the fuselage 6 is connected to the left front arm 32 in a forward-swept manner. The front end of the left front arm 32 is connected to the left front motor mounting base 22. The left front motor mounting base 22 is connected to the left front motor 12. The left front motor 12 is connected to the left front rotor 2. The rotation plane of the left front rotor 2 is horizontal, and the lift F2 of the left front rotor 2 is vertically upward.

[0029] The rear of the fuselage 6 is longitudinally connected to the rear arm 33, the middle section of the rear arm 33 is connected to the rear middle motor mounting base 23, the rear middle motor 13 is connected to the rear middle motor 13, the rear middle motor 13 is connected to the rear middle rotor 3, the rotation plane of the rear middle rotor 3 is horizontal, and the lift F3 of the rear middle rotor 3 is vertically upward.

[0030] Set the right front rotor 1, left front rotor 2, and rear center rotor 3 to rotate counterclockwise N. Figure 2 .

[0031] The rear end of the rear arm 33 is connected to the tail motor mounting base 24, the tail motor mounting base 24 is connected to the tail motor 14, and the tail motor 14 is connected to the tail rotor 4. The rotating surface of the tail rotor 4 is tilted to the right, and the lift F4 of the tail rotor 4 is tilted to the right.

[0032] Set up 4 electric speed controllers to connect 4 motors, and the flight controller is connected to the 4 electric speed controllers. The flight controller controls the output voltage of the electric speed controllers to change the speed of the motors, drive the lift of the rotors to change, and thus change the flight attitude of the aircraft. This constitutes the tilt tail rotor multi-rotor aircraft of the first embodiment. The flight principle is shown in FIG. Figure 2 .

[0033] Figure 1 In the figure below (see the figure above), the lift F1 of the right front rotor, the lift F2 of the left front rotor, and the lift F3 of the rear center rotor are vertically upward, providing lift to overcome the weight of the aircraft and torque to control pitch and roll.

[0034] Set the bottom blade of tail rotor 4 to rotate forward, and the lift F4 of the tail rotor tilts to the right. Refer to the small picture in the lower right corner of the figure below. The angle between the lift F4 of the tail rotor and the vertical line Z is ɑ, 0<ɑ<90°, and the vertical component Fz4 of the lift F4 of the tail rotor on the vertical line is vertically upward, Fz4= F4*cos(ɑ), and the horizontal component Fx4 of the lift F4 of the tail rotor on the horizontal line X is horizontally to the right, Fx4= F4*sin(ɑ).

[0035] Figure 2 1 is a schematic diagram of the flight principle of a tilt-tail-rotor multi-rotor aircraft according to the first embodiment of the present invention.

[0036] Figure 2 In the figure, the right front rotor 1, the left front rotor 2, and the rear center rotor 3 rotate counterclockwise by N. The line connecting the rotation centers of the right front rotor 1, the left front rotor 2, and the rear center rotor 3 forms an equilateral triangle ABC. The center of gravity P of the aircraft is set at the center of the equilateral triangle ABC. The distances from the rotation centers of the right front rotor 1, the left front rotor 2, and the rear center rotor 3 to the center of gravity P of the aircraft are equal, and are all equal to dr.

[0037] Among the three lines connecting the rotation centers of the right front rotor 1, the left front rotor 2, and the rear center rotor 3 and the center of gravity P of the aircraft, the angle between two adjacent lines is 120°, the angle between the line connecting the rotation center of the right front rotor 1 and the center of gravity P of the aircraft and the longitudinal line Y is 60°, and the angle between the line connecting the rotation center of the left front rotor 2 and the center of gravity P of the aircraft and the longitudinal line Y is 60°.

[0038] The right front rotor 1, the left front rotor 2, and the rear center rotor 3 have the same size, the same parameters of the corresponding drive motors, the same lift and the same counter-torque at the same throttle.

[0039] The lift F4 of the tail rotor is tilted to the right, and the angle with the vertical line Z is ɑ, 0<ɑ<90°. The vertical component Fz4 of the lift F4 of the tail rotor on the vertical line is vertically upward, Fz4= F4*cos(ɑ), and the horizontal component Fx4 of the lift F4 of the tail rotor on the horizontal line X is horizontally to the right, Fx4= F4*sin(ɑ).

[0040] The aircraft weight balance equation is: F1+F2+F3+ Fz4=mP Fz4= F4*cos(ɑ), substitute into the above formula to get: F1+F2+F3+ F4*cos(ɑ)=mP………………(1).

[0041] Where mP is the weight of the aircraft.

[0042] The aircraft's ascent equation is: (F1+bf)+(F2+bf)+(F3+bf)+ F4*cos(ɑ)>mP………………(1-1).

[0043] Where bf is the change in rotor lift.

[0044] The descent equation for an aircraft is: (F1-bf) + (F2-bf) + (F3-bf) + F4*cos (ɑ) > mP……………… (1-2).

[0045] Equations (1), (1-1), and (1-2) indicate that the flight controller manipulates the lift linkage of the right front rotor 1, the left front rotor 2, and the rear center rotor 3 to control the rise and fall of the aircraft.

[0046] The moment that causes the aircraft to pitch backward is: F1*dx+F2*dx =F1*dr*cos(60)+F2*dr*cos(60) =0.5*F1*dr+0.5F2*dr The moment that causes the aircraft to pitch forward is: F3*dr+Fz4*dr4 =F3*dr+ F4*cos(ɑ)*dr4 The pitch balance equation of the aircraft is: 0.5*F1*dr+0.5F2*dr= F3*dr+ F4*cos(ɑ)*dr4…………(2).

[0047] The equation for the aircraft's pitch back is: 0.5*(F1+bf)*dr+0.5(F2+bf)*dr>(F3-bf)*dr+ F4*cos(ɑ)*dr4………………(2-1).

[0048] The equation for the aircraft to pitch forward is: 0.5*(F1-bf)*dr+0.5(F2-bf)*dr>(F3+bf)*dr+ F4*cos(ɑ)*dr4………………(2-2).

[0049] Equations (2), (2-1), and (2-2) indicate that the flight controller manipulates the lift differential of the right front rotor 1, the left front rotor 2, and the rear center rotor 3 to control the pitch of the aircraft.

[0050] The moment that causes the aircraft to roll to the left is: F1*dy =F1*dr*sin(60) =0.866*F1*dr The moment that causes the aircraft to roll to the right is: F2*dy = F2*dr*sin(ɑ) =0.866*F2*dr The roll balance equation of an aircraft is: 0.866*F1*dr= 0.866*F2*dr…………(3).

[0051] The equation for the aircraft rolling to the left is: 0.866*(F1+bf)*dr= 0.866*(F2-bf)*dr…………(3-1).

[0052] The equation for the aircraft to roll to the right is: 0.866*(F1-bf)*dr= 0.866*(F2+bf)*dr…………(3-2).

[0053] Equations (3), (3-1), and (3-2) indicate that the flight controller controls the lift differential of the right front rotor 1 and the left front rotor 2 to control the roll of the aircraft.

[0054] The counter-torque sj1 of the right front rotor 1 rotating counterclockwise N causes the aircraft to rotate clockwise S, the counter-torque sj2 of the left front rotor 2 rotating counterclockwise N causes the aircraft to rotate clockwise S, and the counter-torque sj3 of the rear center rotor 3 rotating counterclockwise N causes the aircraft to rotate clockwise S, that is, the counter-torque sj1 of the right front rotor 1, the counter-torque sj2 of the left front rotor 2 and the counter-torque sj3 of the rear center rotor 3 cause the aircraft to turn right.

[0055] The total amount of reaction torque to turn the vehicle to the right is: sj1+ sj2+ sj3.

[0056] The moment that turns the aircraft to the left is (see Figure 1 (the small picture in the lower right corner of the picture below): Fx4*dr4 = F4*sin(ɑ)*dr4.

[0057] The aircraft heading balance equation is: sj1+ sj2+ sj3= F4*sin(ɑ)*dr4……………………(4).

[0058] The equation for turning the aircraft to the left is: sj1+ sj2+ sj3<(F4+bf)*sin(ɑ)*dr4……………………(4-1).

[0059] The equation for turning the aircraft to the right is: sj1+ sj2+ sj3>(F4-bf)*sin(ɑ)*dr4……………………(4-2).

[0060] Equations (4), (4-1), and (4-2) indicate that the flight controller manipulates the lift change of the tail rotor 4 to control the heading of the aircraft.

[0061] Since the horizontal component of the lift of the tail rotor 4 is used to control the heading of the aircraft, the tilt-tail-rotor multi-rotor aircraft has a stronger heading control capability and a stronger ability to resist crosswinds than conventional multi-rotor aircraft.

[0062] Figure 3 1 is a schematic diagram of the structure of a tilt-tail rotor multi-rotor aircraft according to a second embodiment of the present invention. Figure 3 It consists of an upper picture and a lower picture, the upper picture is an oblique view, and the lower picture is a rear view.

[0063] Figure 3 In the upper figure (see the lower figure), the fuselage 6 is connected to the landing gear 7, the right front of the fuselage 6 is connected to the right front arm 31 in a forward-swept manner, the front end of the right front arm 31 is connected to the right front motor mounting base 21, the right front motor mounting base 21 is connected to the right front motor 11, and the right front motor 11 is connected to the right front rotor 1. The rotating surface of the right front rotor 1 is horizontal, and the lift F1 of the right front rotor 1 is vertically upward.

[0064] The left front of the fuselage 6 is connected to the left front arm 32 in a forward-swept manner. The front end of the left front arm 32 is connected to the left front motor mounting base 22. The left front motor mounting base 22 is connected to the left front motor 12. The left front motor 12 is connected to the left front rotor 2. The rotation plane of the left front rotor 2 is horizontal, and the lift F2 of the left front rotor 2 is vertically upward.

[0065] The rear of the fuselage 6 is longitudinally connected to the rear arm 33, the middle section of the rear arm 33 is connected to the rear middle motor mounting base 23, the rear middle motor 13 is connected to the rear middle motor 13, the rear middle motor 13 is connected to the rear middle rotor 3, the rotation plane of the rear middle rotor 3 is horizontal, and the lift F3 of the rear middle rotor 3 is vertically upward.

[0066] Set the right front rotor 1, left front rotor 2, and rear center rotor 3 to rotate clockwise (S).

[0067] The rear end of the rear arm 33 is connected to the tail motor mounting base 24, the tail motor mounting base 24 is connected to the tail motor 14, and the tail motor 14 is connected to the tail rotor 4. The rotating surface of the tail rotor 4 is tilted to the left, and the lift F4 of the tail rotor 4 is tilted to the left.

[0068] Set up 4 electric speed controllers to connect 4 motors, and connect 4 electric speed controllers to 4 electric speed controllers. The flight controller controls the output voltage of the electric speed controllers to change the speed of the motors, drive the lift of the rotors to change, and thus change the flight attitude of the aircraft. This constitutes the tilt tail rotor multi-rotor aircraft of the second embodiment. The flight principle is shown in FIG. Figure 4 .

[0069] Figure 3In the figure below (see the figure above), the lift F1 of the right front rotor, the lift F2 of the left front rotor, and the lift F3 of the rear center rotor are vertically upward, providing lift to overcome the weight of the aircraft and torque to control pitch and roll.

[0070] Set the bottom blade of tail rotor 4 to rotate forward, and the lift F4 of the tail rotor tilts to the left. Refer to the small picture in the lower left corner of the figure below. The angle between the lift F4 of the tail rotor and the vertical line Z is ɑ, 0<ɑ<90°, and the vertical component Fz4 of the lift F4 of the tail rotor on the vertical line is vertically upward, Fz4= F4*cos(ɑ), and the horizontal component Fx4 of the lift F4 of the tail rotor on the horizontal line X is horizontally to the left, Fx4= F4*sin(ɑ).

[0071] Figure 4 1 is a schematic diagram of the flight principle of a tilt-tail rotor multi-rotor aircraft according to a second embodiment of the present invention.

[0072] Figure 4 In the figure, the right front rotor 1, the left front rotor 2, and the rear center rotor 3 rotate clockwise S. The line connecting the rotation centers of the right front rotor 1, the left front rotor 2, and the rear center rotor 3 forms an equilateral triangle ABC. The center of gravity P of the aircraft is set at the center of the equilateral triangle ABC. The distances from the rotation centers of the right front rotor 1, the left front rotor 2, and the rear center rotor 3 to the center of gravity P of the aircraft are equal, and are all equal to dr.

[0073] Among the three lines connecting the rotation centers of the right front rotor 1, the left front rotor 2, and the rear center rotor 3 and the center of gravity P of the aircraft, the angle between two adjacent lines is 120°, the angle between the line connecting the rotation center of the right front rotor 1 and the center of gravity P of the aircraft and the longitudinal line Y is 60°, and the angle between the line connecting the rotation center of the left front rotor 2 and the center of gravity P of the aircraft and the longitudinal line Y is 60°.

[0074] The right front rotor 1, the left front rotor 2, and the rear center rotor 3 have the same size, the same parameters of the corresponding drive motors, the same lift and the same counter-torque at the same throttle.

[0075] The lift F4 of the tail rotor is tilted to the left, and the angle with the vertical line Z is ɑ, 0<ɑ<90°. The vertical component Fz4 of the lift F4 of the tail rotor on the vertical line is vertically upward, Fz4= F4*cos(ɑ), and the horizontal component Fx4 of the lift F4 of the tail rotor on the horizontal line X is horizontally to the left, Fx4= F4*sin(ɑ).

[0076] The aircraft weight balance equation is also (1) (see Figure 2 illustrate): F1+F2+F3+ F4*cos(ɑ)=mP………………(1).

[0077] The aircraft ascent equation is also (1-1): (F1+bf)+(F2+bf)+(F3+bf)+ F4*cos(ɑ)>mP………………(1-1).

[0078] The aircraft descent equation is also (1-2) is: (F1-bf) + (F2-bf) + (F3-bf) + F4*cos (ɑ) > mP……………… (1-2).

[0079] Similarly, the flight controller controls the lift linkage of the right front rotor 1, the left front rotor 2, and the rear center rotor 3 to control the ascent and descent of the tilt-tail rotor multi-rotor aircraft of the second embodiment.

[0080] The pitch balance equation of the aircraft is also (2) (see Figure 2 illustrate): 0.5*F1*dr+0.5F2*dr= F3*dr+ F4*cos(ɑ)*dr4…………(2).

[0081] The aircraft's backward pitch equation is also (2-1): 0.5*(F1+bf)*dr+0.5(F2+bf)*dr>(F3-bf)*dr+ F4*cos(ɑ)*dr4………………(2-1).

[0082] The forward pitch equation of the aircraft is also (2-2): 0.5*(F1-bf)*dr+0.5(F2-bf)*dr>(F3+bf)*dr+ F4*cos(ɑ)*dr4………………(2-2).

[0083] Similarly, the flight controller manipulates the lift differential of the right front rotor 1, the left front rotor 2 and the rear center rotor 3 to control the pitch of the tilt-tail rotor multi-rotor aircraft of the second embodiment.

[0084] The roll balance equation of the aircraft is also (3) (see Figure 2 illustrate): 0.866*F1*dr= 0.866*F2*dr…………(3).

[0085] The equation for the aircraft rolling to the left is also (3-1): 0.866*(F1+bf)*dr= 0.866*(F2-bf)*dr…………(3-1).

[0086] The aircraft's right roll equation is also (3-2): 0.866*(F1-bf)*dr= 0.866*(F2+bf)*dr…………(3-2).

[0087] Similarly, the flight controller manipulates the lift differential of the right front rotor 1 and the left front rotor 2 to control the roll of the tilt-tail rotor multi-rotor aircraft of the second embodiment.

[0088] The counter-torque nj1 of the right front rotor 1 rotating clockwise S causes the aircraft to rotate counterclockwise N, the counter-torque nj2 of the left front rotor 2 rotating clockwise S causes the aircraft to rotate counterclockwise N, and the counter-torque nj3 of the rear center rotor 3 rotating clockwise S causes the aircraft to rotate counterclockwise N, that is, the counter-torque nj1 of the right front rotor 1, the counter-torque nj2 of the left front rotor 2 and the counter-torque nj3 of the rear center rotor 3 cause the aircraft to turn left.

[0089] The total amount of reaction torque to turn the vehicle to the left is: nj1+ nj2+ nj3.

[0090] The moment that turns the aircraft to the right is (see Figure 3 (the small picture in the lower left corner of the picture below): Fx4*dr4 = F4*sin(ɑ)*dr4.

[0091] The aircraft heading balance equation is: nj1+ nj2+ nj3= F4*sin(ɑ)*dr4……………………(4-3).

[0092] The equation for turning the aircraft to the right is: nj1+ nj2+ nj3<(F4+bf)*sin(ɑ)*dr4……………………(4-4).

[0093] The equation for turning the aircraft to the left is: nj1+ nj2+ nj3>(F4-bf)*sin(ɑ)*dr4……………………(4-5).

[0094] Equations (4-3), (4-4), and (4-5) indicate that the flight controller manipulates the lift change of the tail rotor 4 to control the heading of the aircraft.

[0095] The tilt-tail-rotor multi-rotor aircraft of the second embodiment also uses the horizontal component torque of the lift of the tail rotor 4 to control the heading of the aircraft. The tilt-tail-rotor multi-rotor aircraft has a stronger ability to control heading and resist crosswinds than conventional multi-rotor aircraft.

[0096] Figure 51 is a schematic structural diagram of a tilt-tail rotor multi-rotor aircraft according to a third embodiment of the present invention. Figure 5 It consists of an upper picture and a lower picture, the upper picture is an oblique view, and the lower picture is a rear view.

[0097] Figure 5 In the upper figure (see the lower figure), the fuselage 6 is connected to the landing gear 7, the right front of the fuselage 6 is connected to the right front arm 31 in a forward-swept manner, the front end of the right front arm 31 is connected to the right front motor mounting base 21, the right front motor mounting base 21 is connected to the right front motor 11, and the right front motor 11 is connected to the right front rotor 1. The rotating surface of the right front rotor 1 is horizontal, and the lift F1 of the right front rotor 1 is vertically upward.

[0098] The left front of the fuselage 6 is connected to the left front arm 32 in a forward-swept manner. The front end of the left front arm 32 is connected to the left front motor mounting base 22. The left front motor mounting base 22 is connected to the left front motor 12. The left front motor 12 is connected to the left front rotor 2. The rotation plane of the left front rotor 2 is horizontal, and the lift F2 of the left front rotor 2 is vertically upward.

[0099] The rear of the fuselage 6 is longitudinally connected to the rear arm 33, the middle section of the rear arm 33 is connected to the rear middle motor mounting base 23, the rear middle motor 13 is connected to the rear middle motor 13, the rear middle motor 13 is connected to the rear middle rotor 3, the rotation plane of the rear middle rotor 3 is horizontal, and the lift F3 of the rear middle rotor 3 is vertically upward.

[0100] Set the right front rotor 1, left front rotor 2, and rear center rotor 3 to rotate counterclockwise (N).

[0101] The rear end of the rear arm 33 is connected to the tail motor mounting base 24, the tail motor mounting base 24 is connected to the tail motor 14, and the tail motor 14 is connected to the tail rotor 4. The rotating surface of the tail rotor 4 is tilted to the right, and the lift F4 of the tail rotor 4 is tilted to the right.

[0102] A gantry-type large motor mounting seat 25 is connected above the center of gravity in the middle of the fuselage 6, a large motor 15 is connected to the gantry-type large motor mounting seat 25, and a large rotor 5 is connected to the large motor 15. The rotating surface of the large rotor 5 is horizontal, and the lift F5 of the large rotor is vertically upward.

[0103] The large rotor 5 is set to rotate counterclockwise N, and the rotation center of the large rotor 5 is at the center of gravity.

[0104] Five ESCs are connected to five motors, and a flight controller is connected to the five 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 tilt-tail rotor multi-rotor aircraft of the third embodiment. The flight principle is shown in FIG. Figure 6 .

[0105] Figure 5In the figure below (see the figure above), the lift F1 of the right front rotor, the lift F2 of the left front rotor, and the lift F3 of the rear center rotor are vertically upward, providing lift to overcome the weight of the aircraft and the moment to control pitch and roll. The lift F5 of the large rotor is vertically upward, providing lift to overcome the weight of the aircraft.

[0106] Set the bottom blade of tail rotor 4 to rotate forward, and the lift F4 of the tail rotor tilts to the right. Refer to the small picture in the lower right corner of the figure below. The angle between the lift F4 of the tail rotor and the vertical line Z is ɑ, 0<ɑ<90°, and the vertical component Fz4 of the lift F4 of the tail rotor on the vertical line is vertically upward, Fz4= F4*cos(ɑ), and the horizontal component Fx4 of the lift F4 of the tail rotor on the horizontal line X is horizontally to the right, Fx4= F4*sin(ɑ).

[0107] Figure 6 1 is a schematic diagram of the flight principle of a tilt-tail-rotor multi-rotor aircraft according to the third embodiment of the present invention.

[0108] Figure 6 In the figure, the right front rotor 1, the left front rotor 2, and the rear center rotor 3 rotate counterclockwise by N. The line connecting the rotation centers of the right front rotor 1, the left front rotor 2, and the rear center rotor 3 forms an equilateral triangle ABC. The center of gravity P of the aircraft is set at the center of the equilateral triangle ABC. The distances from the rotation centers of the right front rotor 1, the left front rotor 2, and the rear center rotor 3 to the center of gravity P of the aircraft are equal, and are all equal to dr.

[0109] Among the three lines connecting the rotation centers of the right front rotor 1, the left front rotor 2, and the rear center rotor 3 and the center of gravity P of the aircraft, the angle between two adjacent lines is 120°, the angle between the line connecting the rotation center of the right front rotor 1 and the center of gravity P of the aircraft and the longitudinal line Y is 60°, and the angle between the line connecting the rotation center of the left front rotor 2 and the center of gravity P of the aircraft and the longitudinal line Y is 60°.

[0110] The right front rotor 1, the left front rotor 2, and the rear center rotor 3 have the same size, the same parameters of the corresponding drive motors, the same lift and the same counter-torque at the same throttle.

[0111] When the large rotor 5 rotates counterclockwise to N, at the same throttle, the lift F5 of the large rotor is greater than the total lift of the right front rotor 1, the left front rotor 2, and the rear center rotor 3: F5>F1+F2+F3…………………………(5) The lift F4 of the tail rotor is tilted to the right, and the angle with the vertical line Z is ɑ, 0<ɑ<90°. The vertical component Fz4 of the lift F4 of the tail rotor on the vertical line is vertically upward, Fz4= F4*cos(ɑ), and the horizontal component Fx4 of the lift F4 of the tail rotor on the horizontal line X is horizontally to the right, Fx4= F4*sin(ɑ).

[0112] The aircraft weight balance equation is: F1+F2+F3+ Fz4+F5=mP Fz4= F4*cos(ɑ), substitute into the above formula to get: F1+F2+F3+ F4*cos(ɑ)+F5=mP………………(1-3).

[0113] Where mP is the weight of the aircraft.

[0114] The aircraft's ascent equation is: (F1+bf)+(F2+bf)+(F3+bf)+ F4*cos(ɑ)+(F5+bf)>mP......(1-4).

[0115] Where bf is the change in rotor lift.

[0116] The descent equation for an aircraft is: (F1-bf) + (F2-bf) + (F3-bf) + F4*cos (ɑ) + (F5-bf) > mP…………(1-5).

[0117] Equations (1-3), (1-4), and (1-5) indicate that the flight controller manipulates the lift linkage of the right front rotor 1, the left front rotor 2, the rear middle rotor 3, and the large rotor 5 to control the rise and fall of the aircraft.

[0118] Since the lift action point of the large rotor 5 is at the center of gravity, the lift of the large rotor 5 does not generate a pitching moment or a rolling moment.

[0119] The pitch balance equation of the aircraft is also (2) (see Figure 2 illustrate): 0.5*F1*dr+0.5F2*dr= F3*dr+ F4*cos(ɑ)*dr4…………(2).

[0120] The aircraft's backward pitch equation is also (2-1): 0.5*(F1+bf)*dr+0.5(F2+bf)*dr>(F3-bf)*dr+ F4*cos(ɑ)*dr4………………(2-1).

[0121] The forward pitch equation of the aircraft is also (2-2): 0.5*(F1-bf)*dr+0.5(F2-bf)*dr>(F3+bf)*dr+ F4*cos(ɑ)*dr4………………(2-2).

[0122] Similarly, the flight controller manipulates the lift differential of the right front rotor 1, the left front rotor 2 and the rear center rotor 3 to control the pitch of the tilt-tail rotor multi-rotor aircraft of the third embodiment.

[0123] The roll balance equation of the aircraft is also (3) (see Figure 2 illustrate): 0.866*F1*dr= 0.866*F2*dr…………(3).

[0124] The equation for the aircraft rolling to the left is also (3-1): 0.866*(F1+bf)*dr= 0.866*(F2-bf)*dr…………(3-1).

[0125] The aircraft's right roll equation is also (3-2): 0.866*(F1-bf)*dr= 0.866*(F2+bf)*dr…………(3-2).

[0126] Similarly, the flight controller manipulates the lift differential of the right front rotor 1 and the left front rotor 2 to control the roll of the tilt-tail rotor multi-rotor aircraft of the third embodiment.

[0127] The counter-torque sj1 of the right front rotor 1 rotating counterclockwise N causes the aircraft to rotate clockwise S, the counter-torque sj2 of the left front rotor 2 rotating counterclockwise N causes the aircraft to rotate clockwise S, the counter-torque sj3 of the rear center rotor 3 rotating counterclockwise N causes the aircraft to rotate clockwise S, and the counter-torque sj5 of the large rotor 5 rotating counterclockwise N causes the aircraft to rotate clockwise S, that is, the counter-torque sj1 of the right front rotor 1, the counter-torque sj2 of the left front rotor 2, the counter-torque sj3 of the rear center rotor 3, and the counter-torque sj5 of the large rotor 5 cause the aircraft to turn right.

[0128] The total amount of reaction torque to turn the vehicle to the right is: sj1+ sj2+ sj3+ sj5.

[0129] The moment that turns the aircraft to the left is (see Figure 5 (the small picture in the lower right corner of the picture below): Fx4*dr4 = F4*sin(ɑ)*dr4.

[0130] The aircraft heading balance equation is (see equation (4)): sj1+ sj2+ sj3+ sj5= F4*sin(ɑ)*dr4……………………(4-6).

[0131] The equation for turning the aircraft to the left is: sj1+ sj2+ sj3+ sj5<(F4+bf)*sin(ɑ)*dr4……………………(4-7).

[0132] The equation for turning the aircraft to the right is: sj1+ sj2+ sj3+ sj5>(F4-bf)*sin(ɑ)*dr4……………………(4-8).

[0133] Equations (4-6), (4-7), and (4-8) indicate that the flight controller manipulates the lift variation of the tail rotor 4 to control the heading of the tilt-tail-rotor multi-rotor aircraft of the third embodiment.

[0134] Since the horizontal component of the lift of the tail rotor 4 is used to control the heading of the aircraft, the tilt-tail-rotor multi-rotor aircraft of the third embodiment also has a stronger ability to control heading and resist crosswinds than conventional multi-rotor aircraft.

[0135] Figure 7 It is a schematic diagram of the working principle of the tilt-tail rotor multi-rotor aircraft according to the fourth embodiment of the present invention.

[0136] The structure of the tilt-tail-rotor multi-rotor aircraft of the fourth embodiment is the same as that of the tilt-tail-rotor multi-rotor aircraft of the third embodiment (see Figure 5 The difference is that the right front rotor 1, the left front rotor 2 and the rear center rotor 3 rotate in opposite directions. Therefore, the weight balance equation, the ascent equation and the descent equation of the tilt-tail rotor multi-rotor aircraft of the fourth embodiment are the same as those of the tilt-tail rotor multi-rotor aircraft of the third embodiment (see Figure 6 Explanation), the same is (1-3), (1-4), (1-5).

[0137] The pitch balance equation, back-lift equation, and forward-lift equation of the tilt-tail-rotor multi-rotor aircraft of the fourth embodiment are the same as those of the tilt-tail-rotor multi-rotor aircraft of the third embodiment (see Figure 6 Explanation), the same is (2), (2-1), (2-2).

[0138] The roll balance equation, left roll equation, and right roll equation of the tilt-tail-rotor multi-rotor aircraft of the fourth embodiment are the same as those of the tilt-tail-rotor multi-rotor aircraft of the third embodiment (see Figure 6 Explanation), the same is (3), (3-1), (3-2).

[0139] The heading balance equation of the tilt-tail-rotor multi-rotor aircraft of the fourth embodiment (see Figure 6 Explanation) is similar to formula (4-6): sj5= nj1+ nj2+ nj3+F4*sin(ɑ)*dr4……………………(4-9).

[0140] The equation for turning the aircraft to the left is: sj5<nj1+ nj2+ nj3+(F4+bf)*sin(ɑ)*dr4……………………(4-10).

[0141] The equation for turning the aircraft to the right is: sj5>nj1+ nj2+ nj3+(F4-bf)*sin(ɑ)*dr4……………………(4-11).

[0142] Equations (4-9), (4-10), and (4-11) indicate that the flight controller manipulates the lift variation of the tail rotor 4 to control the heading of the tilt-tail-rotor multi-rotor aircraft of the fourth embodiment.

[0143] Since the horizontal component of the lift of the tail rotor 4 is used to control the heading of the aircraft, the tilt-tail-rotor multi-rotor aircraft of the fourth embodiment also has a stronger ability to control heading and resist crosswinds than conventional multi-rotor aircraft.

[0144] Figure 8 1 is a schematic diagram of the structure of a tilt-tail rotor multi-rotor aircraft according to a fifth embodiment of the present invention. Figure 8 It consists of an upper picture and a lower picture, the upper picture is an oblique view, and the lower picture is a rear view.

[0145] Figure 8 In the upper figure (see the lower figure), the fuselage 6 is connected to the landing gear 7, the right front of the fuselage 6 is connected to the right front arm 31 in a forward-swept manner, the front end of the right front arm 31 is connected to the right front motor mounting base 21, the right front motor mounting base 21 is connected to the right front motor 11, and the right front motor 11 is connected to the right front rotor 1. The rotating surface of the right front rotor 1 is horizontal, and the lift F1 of the right front rotor 1 is vertically upward.

[0146] The left front of the fuselage 6 is connected to the left front arm 32 in a forward-swept manner. The front end of the left front arm 32 is connected to the left front motor mounting base 22. The left front motor mounting base 22 is connected to the left front motor 12. The left front motor 12 is connected to the left front rotor 2. The rotation plane of the left front rotor 2 is horizontal, and the lift F2 of the left front rotor 2 is vertically upward.

[0147] The rear of the fuselage 6 is longitudinally connected to the rear arm 33, the middle section of the rear arm 33 is connected to the rear middle motor mounting base 23, the rear middle motor 13 is connected to the rear middle motor 13, the rear middle motor 13 is connected to the rear middle rotor 3, the rotation plane of the rear middle rotor 3 is horizontal, and the lift F3 of the rear middle rotor 3 is vertically upward.

[0148] Set the right front rotor 1, left front rotor 2, and rear center rotor 3 to rotate clockwise (S).

[0149] The rear end of the rear arm 33 is connected to the tail motor mounting base 24, the tail motor mounting base 24 is connected to the tail motor 14, and the tail motor 14 is connected to the tail rotor 4. The rotating surface of the tail rotor 4 is tilted to the right, and the lift F4 of the tail rotor 4 is tilted to the left.

[0150] A gantry-type large motor mounting seat 25 is connected above the center of gravity in the middle of the fuselage 6, a large motor 15 is connected to the gantry-type large motor mounting seat 25, and a large rotor 5 is connected to the large motor 15. The rotating surface of the large rotor 5 is horizontal, and the lift F5 of the large rotor is vertically upward.

[0151] The large rotor 5 is set to rotate clockwise S, and the rotation center of the large rotor 5 is on the center of gravity.

[0152] Five electric speed controllers are connected to five motors, and a flight controller is connected to the five electric speed controllers. The flight controller controls the output voltage of the electric speed controllers to change the speed of the motors, thereby driving the lift of the rotors to change, thereby changing the flight attitude of the aircraft. This constitutes the tilt-tail rotor multi-rotor aircraft of the fifth embodiment. The flight principle is shown in FIG. Figure 9 .

[0153] Figure 8 In the figure below (see the figure above), the lift F1 of the right front rotor, the lift F2 of the left front rotor, and the lift F3 of the rear center rotor are vertically upward, providing lift to overcome the weight of the aircraft and the moment to control pitch and roll. The lift F5 of the large rotor is vertically upward, providing lift to overcome the weight of the aircraft.

[0154] Set the bottom blade of tail rotor 4 to rotate forward, and the lift F4 of the tail rotor tilts to the left. Refer to the small picture in the lower left corner of the figure below. The angle between the lift F4 of the tail rotor and the vertical line Z is ɑ, 0<ɑ<90°, and the vertical component Fz4 of the lift F4 of the tail rotor on the vertical line is vertically upward, Fz4= F4*cos(ɑ), and the horizontal component Fx4 of the lift F4 of the tail rotor on the horizontal line X is horizontally to the left, Fx4= F4*sin(ɑ).

[0155] Figure 9 1 is a schematic diagram of the flight principle of a tilt-tail-rotor multi-rotor aircraft according to the fifth embodiment of the present invention.

[0156] Figure 9 In the figure, the right front rotor 1, the left front rotor 2, and the rear center rotor 3 rotate clockwise S. The line connecting the rotation centers of the right front rotor 1, the left front rotor 2, and the rear center rotor 3 forms an equilateral triangle ABC. The center of gravity P of the aircraft is set at the center of the equilateral triangle ABC. The distances from the rotation centers of the right front rotor 1, the left front rotor 2, and the rear center rotor 3 to the center of gravity P of the aircraft are equal, and are all equal to dr.

[0157] Among the three lines connecting the rotation centers of the right front rotor 1, the left front rotor 2, and the rear center rotor 3 and the center of gravity P of the aircraft, the angle between two adjacent lines is 120°, the angle between the line connecting the rotation center of the right front rotor 1 and the center of gravity P of the aircraft and the longitudinal line Y is 60°, and the angle between the line connecting the rotation center of the left front rotor 2 and the center of gravity P of the aircraft and the longitudinal line Y is 60°.

[0158] The right front rotor 1, the left front rotor 2, and the rear center rotor 3 have the same size, the same parameters of the corresponding drive motors, the same lift and the same counter-torque at the same throttle.

[0159] When the large rotor 5 rotates clockwise in an S direction, at the same throttle, the lift F5 of the large rotor is greater than the total lift of the right front rotor 1, the left front rotor 2, and the rear center rotor 3: F5>F1+F2+F3…………………………(5) The lift F4 of the tail rotor is tilted to the left, and the angle with the vertical line Z is ɑ, 0<ɑ<90°. The vertical component Fz4 of the lift F4 of the tail rotor on the vertical line is vertically upward, Fz4= F4*cos(ɑ), and the horizontal component Fx4 of the lift F4 of the tail rotor on the horizontal line X is horizontally to the left, Fx4= F4*sin(ɑ).

[0160] The aircraft weight balance equation is (see Figure 6 illustrate): F1+F2+F3+ F4*cos(ɑ)+F5=mP………………(1-3).

[0161] The aircraft's ascent equation is: (F1+bf)+(F2+bf)+(F3+bf)+ F4*cos(ɑ)+(F5+bf)>mP......(1-4).

[0162] The descent equation for an aircraft is: (F1-bf) + (F2-bf) + (F3-bf) + F4*cos (ɑ) + (F5-bf) > mP…………(1-5).

[0163] Similarly, the flight controller controls the lift linkage of the right front rotor 1, the left front rotor 2, the rear middle rotor 3, and the large rotor 5 to control the ascent and descent of the tilt-tail rotor multi-rotor aircraft of the fifth embodiment.

[0164] Since the lift action point of the large rotor 5 is at the center of gravity, the lift of the large rotor 5 does not generate a pitching moment or a rolling moment.

[0165] The pitch balance equation of the aircraft is also (2) (see Figure 2 illustrate): 0.5*F1*dr+0.5F2*dr= F3*dr+ F4*cos(ɑ)*dr4…………(2).

[0166] The aircraft's backward pitch equation is also (2-1): 0.5*(F1+bf)*dr+0.5(F2+bf)*dr>(F3-bf)*dr+ F4*cos(ɑ)*dr4…………(2-1).

[0167] The forward pitch equation of the aircraft is also (2-2): 0.5*(F1-bf)*dr+0.5(F2-bf)*dr>(F3+bf)*dr+ F4*cos(ɑ)*dr4…………(2-2).

[0168] Similarly, the flight controller manipulates the lift differential of the right front rotor 1, the left front rotor 2 and the rear center rotor 3 to control the pitch of the tilt-tail rotor multi-rotor aircraft of the fifth embodiment.

[0169] The roll balance equation of the aircraft is also (3) (see Figure 2 illustrate): 0.866*F1*dr= 0.866*F2*dr…………(3).

[0170] The equation for the aircraft rolling to the left is also (3-1): 0.866*(F1+bf)*dr= 0.866*(F2-bf)*dr…………(3-1).

[0171] The aircraft's right roll equation is also (3-2): 0.866*(F1-bf)*dr= 0.866*(F2+bf)*dr…………(3-2).

[0172] Likewise, the flight controller manipulates the lift differential of the right front rotor 1 and the left front rotor 2 to control the roll of the tilt-tail rotor multi-rotor aircraft of the fifth embodiment.

[0173] The counter-torque nj1 of the right front rotor 1 rotating clockwise S causes the aircraft to rotate counterclockwise N, the counter-torque nj2 of the left front rotor 2 rotating clockwise S causes the aircraft to rotate counterclockwise N, the counter-torque nj3 of the rear center rotor 3 rotating clockwise S causes the aircraft to rotate counterclockwise N, and the counter-torque nj5 of the large rotor 5 rotating clockwise S causes the aircraft to rotate counterclockwise N, that is, the counter-torque nj1 of the right front rotor 1, the counter-torque nj2 of the left front rotor 2, the counter-torque nj3 of the rear center rotor 3, and the counter-torque nj5 of the large rotor 5 cause the aircraft to turn left.

[0174] The total amount of reaction torque to turn the vehicle to the left is: nj1+ nj2+ nj3+ nj5.

[0175] The moment that turns the aircraft to the right is (see Figure 8 (the small picture in the lower left corner of the picture below): Fx4*dr4 = F4*sin(ɑ)*dr4.

[0176] The aircraft heading balance equation is: nj1+ nj2+ nj3+ nj5= F4*sin(ɑ)*dr4……………………(4-12).

[0177] The equation for turning the aircraft to the left is: nj1+ nj2+ nj3+ nj5>(F4-bf)*sin(ɑ)*dr4……………………(4-13).

[0178] The equation for turning the aircraft to the right is: nj1+ nj2+ nj3+ nj5<(F4+bf)*sin(ɑ)*dr4……………………(4-14).

[0179] Equations (4-12), (4-13), and (4-14) indicate that the flight controller manipulates the lift variation of the tail rotor 4 to control the heading of the tilt-tail-rotor multi-rotor aircraft of the fifth embodiment.

[0180] Since the horizontal component of the lift of the tail rotor 4 is used to control the heading of the aircraft, the tilt-tail-rotor multi-rotor aircraft of the fifth embodiment also has a stronger ability to control heading and resist crosswinds than conventional multi-rotor aircraft.

[0181] Figure 10 It is a schematic diagram of the working principle of a tilt-tail rotor multi-rotor aircraft according to the sixth embodiment of the present invention.

[0182] The structure of the tilt-tail-rotor multi-rotor aircraft of the sixth embodiment is the same as that of the tilt-tail-rotor multi-rotor aircraft of the fifth embodiment (see Figure 8 The difference is that the right front rotor 1, the left front rotor 2 and the rear center rotor 3 rotate in opposite directions. Therefore, the weight balance equation, the ascent equation and the descent equation of the tilt-tail rotor multi-rotor aircraft of the sixth embodiment are the same as those of the tilt-tail rotor multi-rotor aircraft of the fifth embodiment (see Figure 9 Explanation), the same is (1-3), (1-4), (1-5).

[0183] The pitch balance equation, back-up equation, and forward-pitch equation of the tilt-tail-rotor multi-rotor aircraft of the sixth embodiment are the same as those of the tilt-tail-rotor multi-rotor aircraft of the fifth embodiment (see Figure 9 Explanation), the same is (2), (2-1), (2-2).

[0184] The roll balance equation, left roll equation, and right roll equation of the tilt-tail-rotor multi-rotor aircraft of the sixth embodiment are the same as those of the tilt-tail-rotor multi-rotor aircraft of the fifth embodiment (see Figure 9 Explanation), the same is (3), (3-1), (3-2).

[0185] The heading balance equation of the tilt-tail rotor multi-rotor aircraft of the sixth embodiment (see Figure 9 Explanation) is similar to formula (4-12): nj5= sj1+ sj2+ sj3+F4*sin(ɑ)*dr4……………………(4-15).

[0186] The equation for turning the aircraft to the left is: nj5>sj1+ sj2+ sj3+(F4-bf)*sin(ɑ)*dr4……………………(4-16).

[0187] The equation for turning the aircraft to the right is: nj5<sj1+ sj2+ sj3+(F4+bf)*sin(ɑ)*dr4……………………(4-17).

[0188] Equations (4-15), (4-16), and (4-17) indicate that the flight controller manipulates the lift variation of the tail rotor 4 to control the heading of the tilt-tail-rotor multi-rotor aircraft of the sixth embodiment.

[0189] Since the horizontal component of the lift of the tail rotor 4 is used to control the heading of the aircraft, the tilt-tail-rotor multi-rotor aircraft of the sixth embodiment also has a stronger ability to control heading and resist crosswinds than conventional multi-rotor aircraft.

[0190] Rotors are divided into pull rotors and thrust rotors according to the direction of airflow. The airflow from the rotor to the drive motor is called a pull rotor, and the airflow from the drive motor to the rotor is called a thrust rotor. The rotor in this description takes the pull rotor as an example. The right front rotor 1, the left front rotor 2, the rear center rotor 3, the tail rotor 4, and the large rotor 5 are pull rotors. Among them, the right front rotor 1, the left front rotor 2, the rear center rotor 3, and the tail rotor 4 can be replaced by thrust rotors, and the lift direction remains consistent with the lift direction of the pull rotor.

[0191] The rotor in this description uses flexible blades as an example, but flapping blades can also be used instead.

[0192] The large rotor 5 is not directly involved in controlling the pitch, roll and heading of the aircraft. Therefore, the speed change requirements of the large rotor 5 are not high. The large rotor 5 can be driven by a fuel engine, and the right front motor 11, the left front motor 12, the rear middle motor 13, and the tail motor 14 can be powered by a fuel generator and a lithium battery to improve the flight time of the aircraft.

[0193] Figure 11 The present invention is a schematic diagram of the exploded connection between the arms and rotors of the tilt-tail rotor multi-rotor aircraft.

[0194] The fuselage 6 is composed of carbon fiber plates 70, angle aluminum 73, rivets 62 and the like.

[0195] The connection between the arm and the fuselage adopts a conventional connection method, screws 61, fuselage upper plate 64, pipe clamps 72, fuselage second layer plate 71, and the right arm 31 is connected forwardly to the right front inside the fuselage upper plate 64 and the fuselage second layer plate 71.

[0196] The screws 61 , the upper fuselage plate 64 , the pipe clamp 72 , and the second fuselage plate 71 connect the left arm 32 to the left front inside the upper fuselage plate 64 and the second fuselage plate 71 in a forward-swept manner.

[0197] The screws 61 , the upper fuselage plate 64 , the pipe clamps 72 , and the second fuselage plate 71 connect the rear arm 33 to the rear of the upper fuselage plate 64 and the second fuselage plate 71 along the longitudinal direction of the fuselage.

[0198] The pipe clamp 72 for mounting the machine arm may also be replaced by a pipe base, a pipe base folding piece or other connecting pieces.

[0199] The tail motor mounting base 24 is constructed of an integrated arm mounting clamp and a motor mounting frame. One end of the tail motor mounting base 24 is an integrated arm mounting clamp for connecting the arm and the arm mounting clamp 66 of the motor mounting frame. The integrated arm mounting clamp and the arm mounting clamp 66 of the motor mounting frame are provided with a shrinkage seam 68, a mounting hole 63, and a pipeline hole 69.

[0200] The other end of the tail motor mounting seat 24 is a motor mounting bracket 65 for connecting the integrated arm mounting clamp of the motor and the motor mounting bracket. The motor mounting bracket 65 is provided with a mounting hole 63, a motor shaft avoidance hole 67, etc.

[0201] Screw 61 connects the tail rotor 4 to the tail motor 14, screw 61 connects the tail motor 14 to the motor mounting bracket 65, and rivet 62 connects the arm mounting clamp 66 to the rear end of the rear arm 33, so that the tail motor mounting base 24 connected to the tail rotor 4 and the tail motor 14 is connected to the rear end of the rear arm 33. When the tail motor mounting base 24 is connected to the rear end of the rear arm 33, the rotation plane of the tail rotor 4 is tilted, and the angle between the lift force F4 of the tail rotor and the vertical line is ɑ. Figure 1 The small picture in the lower right corner of the picture below.

[0202] The structures of the right front motor mount 21, the left front motor mount 22, and the rear center motor mount 23 are the same as those of the tail motor mount 24, and the connection method with the aircraft arm is the same. The connection method of the right front rotor 1, the left front rotor 2, and the rear center rotor 3 is the same as that of the tail rotor 4. When connecting the right front rotor 1, the left front rotor 2, and the rear center rotor 3, the rotation planes of the right front rotor 1, the left front rotor 2, and the rear center rotor 3 are made horizontal, and the lift of the right front rotor 1, the left front rotor 2, and the rear center rotor 3 is vertically upward.

[0203] Figure 12 It is a schematic diagram of the connection of the large rotor of the tilt-tail rotor multi-rotor aircraft of the present invention.

[0204] Figure 12 In the figure, the gantry type large motor mounting seat 25 is composed of a carbon fiber plate 70, angle aluminum 73, rivets 62 and the like.

[0205] The screw 61 connects the large rotor 5 to the rotating shaft of the large motor 15, and the screw 61 passes through the mounting hole 63 of the top plate 74 of the gantry-type large motor mounting seat from bottom to top to connect the large motor 15 to the top plate 74 of the gantry-type large motor mounting seat.

[0206] The top plate 74 of the gantry-type large motor mounting seat is provided with mounting holes 63 , motor shaft avoidance holes 67 , pipeline holes 69 and the like.

[0207] The rivets 62 connect the top plate 74 of the gantry-type large motor mounting seat connected to the large rotor 5 and the large motor 15 to the angle aluminum 73 on the top of the gantry-type large motor mounting seat 25, forming the top of the gantry-type large motor mounting seat.

Claims

1. A tilt-tail rotor multi-rotor aircraft, wherein the fuselage is connected to the landing gear below, the right front portion of the fuselage is connected to the right front arm in a forward-swept manner, the right front motor mounting seat, the right front motor, and the 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 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 rear portion of the fuselage is longitudinally connected to the rear arm, the rear middle motor mounting seat, the rear middle motor, and the rear middle rotor are sequentially connected to the middle section of the rear arm, The tail motor mounting base, tail motor, and tail rotor are sequentially connected to the rear end of the rear arm. When the right front rotor, left front rotor, and rear center rotor are installed, the rotation planes of the right front rotor, left front rotor, and rear center rotor are horizontal, and the lift of the right front rotor, left front rotor, and rear center rotor is vertically upward; the line connecting the rotation centers of the right front rotor, left front rotor, and rear center rotor forms an equilateral triangle, the center of gravity of the aircraft is set at the center of the equilateral triangle, and the lift change of the rotor is controlled by the flight controller. The invention is characterized by: The rotation direction of the right front rotor, left front rotor and rear center rotor are all counterclockwise, the tail rotor rotation plane is tilted to the right, the lift of the tail rotor is tilted to the right, the angle between the lift of the tail rotor and the vertical line is ɑ, 0<ɑ<90°, the horizontal component of the lift of the tail rotor is horizontal to the right, and the torque of this horizontal component relative to the center of gravity of the aircraft causes the aircraft to turn to the left. The counter-torque of the counterclockwise rotating right front rotor, left front rotor and rear center rotor causes the aircraft to turn to the right, and the horizontal component torque of the tail rotor controls the heading of the aircraft.

2. The tilt-tail rotor multi-rotor aircraft according to claim 1, wherein: The rotation direction of the right front rotor, left front rotor and rear center rotor are all clockwise, the tail rotor rotation plane is tilted to the left, the lift of the tail rotor is tilted to the left, the angle between the lift of the tail rotor and the vertical line is ɑ, 0<ɑ<90°, the horizontal component of the lift of the tail rotor is horizontally to the left, and the torque of this horizontal component relative to the center of gravity of the aircraft causes the aircraft to turn to the right. The counter-torque of the clockwise rotating right front rotor, left front rotor and rear center rotor causes the aircraft to turn to the left, and the horizontal component torque of the tail rotor controls the heading of the aircraft.

3. The tilt-tail rotor multi-rotor aircraft according to claim 1, wherein: The gantry-type large motor mounting base is connected to the top of the center of gravity in the middle of the fuselage, the large motor is connected to the gantry-type large motor mounting base, and the large rotor is connected to the large motor. The rotating surface of the large rotor is horizontal, the lift of the large rotor is vertically upward, the large rotor rotates counterclockwise, and the rotation center of the large rotor is on the center of gravity. The large rotor provides most of the lift of the aircraft. The rotation direction of the right front rotor, the left front rotor and the rear center rotor are all counterclockwise. The rotating surface of the tail rotor is tilted to the right, and the lift of the tail rotor is tilted to the right. The angle between the lift of the tail rotor and the vertical line is ɑ, 0<ɑ<90°, and the horizontal component of the lift of the tail rotor is horizontal to the right. The torque of this horizontal component relative to the center of gravity of the aircraft causes the aircraft to turn left, and the horizontal component of the torque of the tail rotor controls the heading of the aircraft.

4. The tilt-tail rotor multi-rotor aircraft according to claim 3, wherein: The large rotor rotates counterclockwise, and the center of rotation of the large rotor is at the center of gravity. The right front rotor, left front rotor and rear center rotor all rotate clockwise. The tail rotor rotation surface is tilted to the right, and the lift of the tail rotor is tilted to the right. The angle between the lift of the tail rotor and the vertical line is ɑ, 0<ɑ<90°, and the horizontal component of the lift of the tail rotor is horizontal to the right. The torque of this horizontal component relative to the center of gravity of the aircraft causes the aircraft to turn left, and the horizontal component of the torque of the tail rotor controls the heading of the aircraft.

5. The tilt-tail-rotor multi-rotor aircraft according to claim 2, wherein: The gantry-type large motor mounting base is connected to the top of the center of gravity in the middle of the fuselage, the large motor is connected to the gantry-type large motor mounting base, and the large rotor is connected to the large motor. The rotating surface of the large rotor is horizontal, the lift of the large rotor is vertically upward, the large rotor rotates clockwise, and the rotation center of the large rotor is on the center of gravity. The large rotor provides most of the lift of the aircraft. The rotation direction of the right front rotor, the left front rotor and the rear center rotor are all clockwise. The rotating surface of the tail rotor is tilted to the left, and the lift of the tail rotor is tilted to the left. The angle between the lift of the tail rotor and the vertical line is ɑ, 0<ɑ<90°, and the horizontal component of the lift of the tail rotor is horizontal to the left. The torque of this horizontal component relative to the center of gravity of the aircraft causes the aircraft to turn right, and the horizontal component of the torque of the tail rotor controls the heading of the aircraft.

6. The tilt-tail rotor multi-rotor aircraft according to claim 5, characterized in that: The rotation surface of the large rotor is horizontal, the lift of the large rotor is vertically upward, the large rotor rotates clockwise, the rotation center of the large rotor is on the center of gravity, the rotation direction of the right front rotor, the left front rotor and the rear center rotor are all counterclockwise, the rotation surface of the tail rotor is tilted to the left, the lift of the tail rotor is tilted to the left, the angle between the lift of the tail rotor and the vertical line is ɑ, 0<ɑ<90°, the horizontal component of the lift of the tail rotor is horizontal to the left, and the torque of this horizontal component relative to the center of gravity of the aircraft causes the aircraft to turn right, and the horizontal component torque of the tail rotor controls the heading of the aircraft.

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