A split-thrust control coaxial twin-propeller aircraft and flight control method

Abstract

The application discloses a kind of shunt thrust control coaxial double-paddle aircraft and flight control mode, it is related to aircraft technical field.The application includes: coaxial double-paddle unit and thrust control unit, thrust control unit, the thrust control unit includes thrust chamber and multiple groups of flow regulating mechanism, the thrust chamber is placed below the lower rotor and is connected with the mounting frame, it is circumferentially spaced apart and is provided with multiple through-flow cavities along the axial direction of the upper rotor, multiple groups of flow regulating mechanism are correspondingly installed in multiple the through-flow cavities, to adjust the flight attitude of aircraft by changing the flow area corresponding to the through-flow cavity to adjust the resistance size when airflow passes through each the through-flow cavity to adjust the thrust distribution in thrust chamber.The application combines the advantages of coaxial double-paddle aircraft and multicopter, so that the aircraft can obtain larger paddle radius and lift action area, and has good controllability, maneuverability and stability.

Description

Technical Field

[0001] This invention relates to the field of aircraft technology, and more specifically to a split-thrust control coaxial twin-propeller aircraft and its flight control method. Background Technology

[0002] A multirotor aircraft is a vertical takeoff and landing (VTOL) aircraft with multiple (usually three or more) rotor shafts. An electric motor on each shaft rotates, driving the rotors to generate lift and thrust. The rotors are typically evenly distributed around the fuselage, arranged in pairs in both forward and reverse directions. Various flight maneuvers are achieved by controlling the thrust between the different rotors by changing the motor speeds. Multirotor aircraft have simple control logic and good controllability, maneuverability, and stability. However, due to their relatively small blade radius and lift area, and the need for frequent changes in motor speeds to control attitude, their efficiency and payload capacity are relatively low.

[0003] A coaxial rotor UAV is an aircraft capable of vertical takeoff and landing (VTOL) with two rotors arranged coaxially. Two electric motors on the same axis drive counter-rotating propellers, working together to generate thrust and counteract torque. Yaw is controlled by adjusting the speed difference between the two rotors, and the thrust direction is altered by the motors or a thrust vectoring mechanism at the tail, achieving motion control. While coaxial rotor UAVs have large blade radii and lift areas, traditional control methods include: deflecting the rotor shaft (CN108545178B), changing the rotor blade angle (CN105620740A), changing the airflow angle to achieve thrust vectoring control, or changing the direction of the lift surfaces of the two rotors (CN108557070B), thereby controlling the aircraft's attitude and motion. Traditional control methods suffer from slow response times, low efficiency, and poor stability, controllability, and maneuverability.

[0004] Therefore, how to provide a coaxial twin-rotor aircraft with a large blade radius and lift area, easy control and fast control response speed, and good controllability and maneuverability is a problem that urgently needs to be solved by those skilled in the art. Summary of the Invention

[0005] In view of this, the present invention aims to provide a split thrust control coaxial dual-propeller aircraft to at least partially solve the problems of existing multi-rotor aircraft with small blade radius and lift area, requiring frequent changes in motor speed to control attitude, resulting in low efficiency and payload. Coaxial dual-propeller aircraft use vector control, which has slow response speed, low control efficiency, and poor stability, controllability, and maneuverability.

[0006] To achieve the above objectives, the present invention adopts the following technical solution:

[0007] A split-thrust controlled coaxial twin-rotor aircraft includes:

[0008] A coaxial twin-rotor unit, comprising an upper rotor and a lower rotor arranged coaxially, a drive mechanism for controlling the upper rotor and the lower rotor to rotate in opposite directions, and a mounting bracket located below the lower rotor for mounting the drive mechanism;

[0009] The thrust control unit includes a thrust chamber and multiple sets of flow adjustment mechanisms. The thrust chamber is located below the lower rotor and connected to the mounting frame. It has multiple flow cavities spaced apart circumferentially and extending along the axial direction of the upper rotor. The multiple sets of flow adjustment mechanisms are correspondingly installed in the multiple flow cavities to adjust the thrust distribution in the thrust chamber by changing the flow area of ​​the corresponding flow cavity, thereby adjusting the resistance of the airflow when passing through each flow cavity and adjusting the flight attitude of the aircraft.

[0010] The beneficial effects achievable by this invention are as follows: A thrust chamber is set below the coaxial dual propeller unit. By changing the flow area of ​​each flow cavity within the thrust chamber, the resistance of the airflow passing through each flow cavity when the upper and lower rotors rotate can be changed, thereby adjusting the thrust magnitude corresponding to each flow cavity and thus adjusting the attitude of the aircraft. This allows the aircraft to obtain a larger blade radius and lift area, and to have good controllability, maneuverability, and stability.

[0011] Preferably, the thrust chamber includes an annular shroud and a plurality of partitions. The annular shroud is coaxially disposed on the outer periphery of the mounting frame. The plurality of partitions are arranged at intervals along the circumferential direction of the annular shroud, and their two ends are respectively connected to the inner sidewall of the annular shroud and the mounting frame to divide the inner cavity of the annular shroud into a plurality of flow chambers.

[0012] Preferably, a ducted housing is also provided, which covers the outer periphery of the upper rotor and the lower rotor and is fixed to the top of the annular shield.

[0013] Preferably, the flow adjustment mechanism includes a drive unit, a drive gear, a driven gear, a drive vane, and a driven vane. The drive unit is mounted on the mounting bracket, the drive gear is connected to the drive unit, and the driven gear meshes with the drive gear. The drive vane and the driven vane are arranged in parallel and fixedly connected to the drive gear and the driven gear, respectively, so as to adjust the flow area of ​​the corresponding flow cavity by opening and closing the drive vane and the driven vane.

[0014] Preferably, a plurality of batteries are provided for supplying power to the drive unit and the drive mechanism, and each of the partitions is provided with a battery placement cavity, and the plurality of batteries are installed in the plurality of battery placement cavities respectively.

[0015] Preferably, the partition includes a compartment body and a bottom plate. One end of the compartment body is fixed to the annular protective cover, and the battery placement cavity is provided inside it. An inlet communicating with the battery placement cavity is opened at the bottom, and the bottom plate is detachably connected to the inlet.

[0016] Preferably, a controller is also provided, which is installed at the bottom of the mounting bracket and electrically connected to the drive mechanism, the drive unit and the battery.

[0017] Preferably, a wireless receiver is also provided, which is electrically connected to the controller and the remote control terminal.

[0018] Preferably, an air duct is installed on the upper part of the mounting frame. One end of the air duct is connected to the inner cavity of the mounting frame, and the other end extends away from the mounting frame and has an air inlet at the top of the other end, so as to guide the high-speed airflow generated by the rotation of the upper and lower rotors into the mounting frame to dissipate heat from the internal drive mechanism.

[0019] A flight control method for a coaxial twin-rotor aircraft with split thrust control includes:

[0020] Lift control: The total lift of the aircraft is adjusted by regulating the rotational speed of the upper rotor and / or lower rotor, thereby controlling the aircraft to ascend, descend, or hover.

[0021] Rotation control: While ensuring that the total lift remains constant, the rotational speeds of the upper and lower rotors are adjusted to make the aircraft rotate around its own axis to adjust the direction of the aircraft.

[0022] Tumble control: When the aircraft flips in a certain direction, the flow area in each flow cavity is adjusted in coordination by each flow adjustment mechanism to increase the thrust in the opposite flow cavity and / or decrease the thrust in the corresponding flow cavity in that direction, so as to push the aircraft to turn in that direction.

[0023] As can be seen from the above technical solution, compared with the prior art, the present invention discloses a coaxial twin-propeller aircraft with split thrust control and a flight control method, which has the following beneficial effects:

[0024] This invention combines the advantages of coaxial twin-rotor aircraft and multi-rotor aircraft. It features a thrust chamber with multiple circumferentially arranged flow cavities beneath the coaxial twin-rotor unit, and each flow cavities are equipped with a flow regulation mechanism to adjust the airflow resistance within each cavity, thereby regulating the thrust. This not only achieves a larger blade radius and lift area but also provides excellent controllability, maneuverability, and stability. Furthermore, the ducted design increases the aircraft's fault tolerance and safety, and its control is simpler, with a control radius much larger than traditional vector control, resulting in superior controllability and maneuverability. Attached Figure Description

[0025] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on the provided drawings without creative effort.

[0026] Figure 1 This invention provides a schematic diagram of a coaxial twin-propeller aircraft structure with split thrust control.

[0027] Figure 2 This is a schematic diagram of the structure of a split-thrust control coaxial twin-propeller aircraft with the ducted fuselage removed, as provided by the present invention.

[0028] Figure 3 This is a schematic diagram of the thrust control unit structure provided by the present invention.

[0029] Figure 4 This is a schematic diagram of the overcurrent regulating mechanism provided by the present invention.

[0030] Figure 5 A schematic diagram of the mounting bracket and controller structure provided by the present invention.

[0031] Figure 6 This is a schematic diagram of the partition structure provided by the present invention.

[0032] In the diagram: 1. Upper rotor, 2. Lower rotor, 3. Mounting frame, 4. Thrust chamber, 401. Annular shield, 4011. Flow chamber, 402. Partition plate, 4021. Chamber body, 4022. Bottom plate, 5. Flow adjustment mechanism, 501. Drive unit, 502. Drive gear, 503. Driven gear, 504. Driven blade, 505. Driven blade, 506. Rotating seat, 507. Blade bearing bracket, 6. Duct housing, 7. Battery, 8. Controller, 9. Air duct, 10. Support frame, 11. Upper motor, 12. Lower motor, 13. First connecting frame, 14. Landing gear, 15. Collision protection structure. Detailed Implementation

[0033] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0034] In the description of this invention, it should be understood that the terms "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention.

[0035] In this invention, unless otherwise explicitly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0036] Please see Figures 1-6 This invention discloses a split-thrust controlled coaxial twin-propeller aircraft, comprising:

[0037] A coaxial twin-propeller unit includes an upper rotor 1 and a lower rotor 2 arranged coaxially, a drive mechanism that controls the upper rotor 1 and the lower rotor 2 to rotate in opposite directions, and a mounting bracket 3 located below the lower rotor 2 for mounting the drive mechanism. The drive mechanism can use two motors or one coaxial twin-propeller motor to control the rotation of the upper rotor 1 and the lower rotor 2 respectively to provide lift, and control yaw by controlling the differential speed of the upper and lower rotors. Figure 1 and Figure 2 As shown, in one specific embodiment, the drive mechanism uses two motors, an upper motor and a lower motor, to control the rotation of the upper and lower rotors respectively. The upper motor 11 is fixed to the duct housing 6 through the first connecting frame 13, and the lower motor 12 is fixed in the mounting frame 3.

[0038] The thrust control unit includes a thrust chamber 4 and multiple sets of flow adjustment mechanisms 5. The thrust chamber 4 is located below the lower rotor and connected to the mounting frame. It has multiple flow cavities 4011 spaced circumferentially, extending along the axial direction of the upper rotor 1. The multiple sets of flow adjustment mechanisms 5 are correspondingly installed within the multiple flow cavities 4011. By changing the flow area of ​​the corresponding flow cavity 4011, the resistance of the airflow passing through each flow cavity 4011 is adjusted, thereby regulating the thrust distribution within the thrust chamber 4 to adjust the flight attitude of the aircraft. Typically, there are three or four flow cavities 4011. In one specific embodiment, there are four flow cavities 4011, corresponding to the front, rear, left, and right directions of the aircraft, respectively. In some other embodiments, more than four flow cavities 4011 can be provided to increase control precision.

[0039] To further optimize the above technical solution, the thrust chamber 4 includes an annular shield 401 and multiple partitions 402. The annular shield 401 is coaxially mounted on the outer periphery of the mounting frame 3. The multiple partitions 402 are arranged at intervals along the circumferential direction of the annular shield 401, and their two ends are respectively connected to the inner sidewall of the annular shield 401 and the mounting frame 3 to divide the inner cavity of the annular shield 401 into multiple flow chambers 4011.

[0040] To further optimize the above technical solution, a ducted fuselage 6 is also provided. The ducted fuselage 6 is located on the outer periphery of the upper rotor 1 and the lower rotor 2, and is fixed to the top of the annular shield 401. The ducted fuselage 6 can wrap around the blades of the upper and lower rotors, preventing the blades of the upper rotor 1 and the lower rotor 2 from touching obstacles, thus improving flight safety. At the same time, the ducted fuselage cancels out the spin torque of the upper and lower rotor blades inside, reducing the difficulty of control.

[0041] To further optimize the above technical solution, the flow adjustment mechanism 5 includes a drive unit 501, a drive gear 502, a driven gear 503, a drive vane 504, and a driven vane 505. The drive unit 501 is a servo motor, which is mounted on the mounting bracket 3. The drive gear 502 is connected to the servo motor. The driven gear 503 is rotatably connected to the rotating seat 506 of the mounting bracket 3 and meshes with the drive gear 502. A clearance groove is provided at the location of the driven gear corresponding to the rotating seat 506 to prevent interference with the rotating seat 506. The drive vane 504 and the driven vane 505 are arranged in parallel, with one end fixedly connected to the drive gear 502 and the driven gear 503, and the other end rotatably connected to the vane bearing bracket 507 through a bearing. The vane bearing bracket 507 is fixed to the inner wall of the annular cover 401. The flow area of ​​the corresponding flow cavity 4011 is adjusted by opening and closing the drive vane 504 and the driven vane 505. The flow regulation mechanism 5 primarily adjusts the size of the flow cavity 4011 by opening and closing the active flap 504 and the driven flap 505, thereby regulating the airflow area and consequently adjusting the thrust generated by the flow cavity 4011 on the upper and lower rotors to adjust the aircraft's attitude. The flow area is maximized when the blades of the active and driven flaps 504 and 505 are parallel to the axis of the flow cavity 4011, and minimized when their blades are rotated to be perpendicular to the axis of the flow cavity 4011. In practical applications, the flow regulation mechanism 5 can also employ louvered adjustment mechanisms, iris aperture mechanisms, or convergent flap adjustment mechanisms to adjust the flow area of ​​the flow cavity.

[0042] To further optimize the above technical solution, the thrust control unit also includes a support frame 10 that can be detachably installed at the bottom of the mounting frame 3. The servo and the rotating base 506 are both installed on the support frame 10 to facilitate the modular assembly of the thrust control unit and the coaxial twin propeller unit.

[0043] To further optimize the above technical solution, both the driving gear 502 and the driven gear 503 are incomplete gears, reducing the space occupied.

[0044] To further optimize the above technical solution, multiple batteries 7 are provided to power the drive unit 501 and the drive mechanism. Each partition 402 has a battery placement cavity, and the multiple batteries 7 are correspondingly installed in the multiple battery placement cavities. That is, the partition 402 can not only serve as a partition separating the flow cavity 4011, but also as a battery compartment to house the batteries 7. Furthermore, the airflow in the flow cavity 4011 can carry away the heat from the surface of the batteries 7, thus achieving a heat dissipation effect. In some other embodiments, the batteries 7 can also be installed on the mounting bracket 3 or other suitable locations. The batteries 7 are rechargeable batteries, which can be charged through the charging port provided on the mounting bracket 3, or they can be removed and charged using a charger.

[0045] To further optimize the above technical solution, when the battery 7 is placed inside the separator 402, the separator 402 includes a compartment 4021 and a bottom plate 4022. The compartment 4021 is arranged radially along the annular cover 401 and is fixed to the annular cover 401. The battery placement cavity is disposed inside the compartment 4021. An inlet communicating with the battery placement cavity is opened at the bottom of the compartment 4021. The bottom plate 4022 is detachably installed at the inlet. Figure 5 As shown, the lower sidewalls of the compartment 4021 are formed with sliding strips on both sides, and the bottom plate 4022 has a sliding groove that slides with the two sliding strips. The bottom plate 4022 is slidably inserted into the bottom of the compartment 4021 to facilitate opening and battery replacement. The battery 7 is placed into the battery placement cavity through the self-positioning inlet and then fixed by the bottom plate 4022.

[0046] To further optimize the above technical solution, the surface of the compartment 4021 is provided with heat dissipation holes or a hollow frame structure is adopted to enhance the heat dissipation effect of the battery 7.

[0047] To further optimize the above technical solution, a landing gear 14 is also provided, which includes multiple legs evenly arranged on the bottom wall of the partition 402.

[0048] To further optimize the above technical solution, an anti-collision structure 15 is also provided. One end of the anti-collision structure 15 is installed on the bottom of the partition 402 near the mounting frame 3, and the other end is supported on the bottom of the mounting frame 3 to protect the mounting frame 3 and internal electrical components and prevent collision damage.

[0049] To further optimize the above technical solution, a controller 8 is also provided. The controller 8 is installed at the bottom of the mounting bracket 3 and is electrically connected to the drive mechanism, the drive unit 501 and the battery 7. It is used to control the rotation of the upper and lower rotors and the operation of the overcurrent adjustment mechanism 5.

[0050] To further optimize the above technical solution, a wireless receiver is also provided, which is electrically connected to the controller 8 and the remote control terminal to realize remote control.

[0051] To further optimize the above technical solution, an air guide duct 9 is installed on the upper part of the mounting frame 3. One end of the air guide duct 9 is connected to the inner cavity of the mounting frame 3, and the other end extends away from the mounting frame 3, with an air inlet at the top of the other end. This guide duct 9 directs the high-speed airflow generated by the rotation of the upper rotor 1 and the lower rotor 2 into the mounting frame 3 to dissipate heat from the internal drive mechanism and drive unit 501. The air guide duct 9 is positioned above the mounting frame 3, corresponding to the position between the driving gear 502 and the driven gear 503, making the overall structure more compact and providing a safe clearance between it and the driving gear 502 and the driven gear 503 to prevent interference with the rotation of the gears.

[0052] A flight control method for a split-thrust controlled coaxial twin-propeller aircraft includes:

[0053] Lift control: The total lift of the aircraft is adjusted by regulating the rotational speed of the upper rotor 1 and / or the lower rotor 2, thereby controlling the aircraft to ascend, descend, or hover.

[0054] Specifically, during takeoff and ascent, to increase upward thrust and provide upward acceleration or reduce downward acceleration, the rotational speeds of both upper rotor 1 and lower rotor 2 must be increased simultaneously. Conversely, to reduce upward thrust, the speeds of the two counter-rotating blades must be decreased. When hovering is required, the upward acceleration generated by the aircraft reaches the set target, balancing the lift with gravity. Just before reaching the set altitude for hovering, downward acceleration is generated. Once the upward acceleration reaches zero, the lift balances with gravity, completing the hovering maneuver. The reverse process is performed to reduce altitude.

[0055] Rotation control: While ensuring that the total lift remains constant, the rotational speeds of the upper and lower rotors are adjusted to make the aircraft rotate around its own axis to adjust the direction of the aircraft.

[0056] Specifically, to make an aircraft rotate around its own axis, i.e., the axis of the upper and lower rotors, for example, to make the aircraft rotate clockwise, it is necessary to increase the net torque in the clockwise direction to generate angular acceleration in the clockwise direction. Therefore, while ensuring that the total lift remains unchanged, the clockwise rotor speed can be increased or the counterclockwise rotor speed can be decreased, or the counterclockwise rotor speed can be increased and the clockwise rotor speed can be decreased at the same time; the opposite is true for counterclockwise rotation.

[0057] Tumble control: When the aircraft flips in a certain direction, the flow area in each flow cavity 4011 is adjusted by the flow adjustment mechanism 5 in coordination to increase the thrust in the flow cavity 4011 corresponding to the opposite direction and / or decrease the thrust in the flow cavity 4011 corresponding to that direction.

[0058] Specifically, for example, if there are four flow channels 4011, corresponding to the forward, backward, left, and right directions of the aircraft, and the aircraft needs to fly forward, the net torque for forward rotation needs to be increased to generate a forward angular acceleration, causing the aircraft to rotate faster forward or tilt backward and slow down. In this case, the upward lift needs to be slightly increased, and the flaps of the backward flow channel 4011 need to be opened appropriately to increase the thrust of the backward flow channel 4011, causing the aircraft to tilt forward. If the flaps of the backward flow channel 4011 are fully open, but it is still necessary to increase the net torque for forward rotation, the forward flaps need to be closed appropriately to reduce the thrust of the forward flow channel 4011 until the aircraft tilts to the target angle and then restores the original thrust distribution. The same principle applies to turning in the other three directions (left, backward, and right). The control principle of this method is that the flow adjustment mechanism 5 equipped in each flow passage 4011 of this invention does not control the airflow direction for thrust vector control, but rather controls the airflow rate of the flow passage 4011 by changing the cross-sectional size of the flow passage 4011, thereby controlling the thrust of the flow passage 4011. In other words, the thrust control unit "passively" changes the thrust by changing the properties of the flow passage 4011 (which can be seen as follows: if the flow area in one flow passage 4011 decreases while the overall thrust remains constant, its thrust will decrease, while the thrust of the other air passages will increase; the thrust adjustment does not generate additional thrust, so the energy loss is negligible). This adjustment ensures that when the thrust of any flow passage 4011 increases or decreases, the thrust in the other flow passages 4011 will also decrease or increase accordingly. This means that the thrust of the flow passage 4011 can be synchronously adjusted relative to the unit that needs to increase or decrease without increasing additional energy consumption, thereby improving adjustment efficiency and completing complex flight missions.

[0059] The various embodiments in this specification are described in a progressive manner, with each embodiment focusing on its differences from other embodiments. Similar or identical parts between embodiments can be referred to interchangeably. For the apparatus disclosed in the embodiments, since they correspond to the methods disclosed in the embodiments, the description is relatively simple; relevant parts can be referred to the method section.

[0060] The above description of the disclosed embodiments enables those skilled in the art to make or use the invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the invention. Therefore, the invention is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A split-thrust controlled coaxial twin-propeller aircraft, characterized in that, include: The coaxial twin-rotor unit includes an upper rotor (1) and a lower rotor (2) arranged coaxially, a drive mechanism for controlling the upper rotor (1) and the lower rotor (2) to rotate in opposite directions, and a mounting bracket (3) placed below the lower rotor (2) for mounting the drive mechanism. The thrust control unit includes a thrust chamber (4) and multiple sets of flow adjustment mechanisms (5). The thrust chamber (4) is located below the lower rotor (2) and connected to the mounting frame (3). It has multiple flow cavities (4011) that are spaced apart circumferentially and pass through the axial direction of the upper rotor (1). The multiple sets of flow adjustment mechanisms (5) are installed in the multiple flow cavities (4011) respectively. By changing the flow area of ​​the corresponding flow cavity (4011), the thrust distribution in the thrust chamber (4) is adjusted to adjust the flight attitude of the aircraft.

2. The split-thrust controlled coaxial twin-propeller aircraft according to claim 1, characterized in that, The thrust chamber (4) includes an annular cover (401) and multiple partitions (402). The annular cover (401) is coaxially mounted on the outer periphery of the mounting frame (3). The multiple partitions (402) are arranged at intervals along the circumferential direction of the annular cover (401), and their two ends are respectively connected to the inner sidewall of the annular cover (401) and the mounting frame (3) to divide the inner cavity of the annular cover (401) into multiple flow chambers (4011).

3. A split-thrust controlled coaxial twin-propeller aircraft according to claim 2, characterized in that, It is also provided with a ducted housing (6), which covers the outer periphery of the upper rotor (1) and the lower rotor (2) and is fixed to the top of the annular shield (401).

4. A split-thrust controlled coaxial twin-propeller aircraft according to claim 2, characterized in that, The flow adjustment mechanism (5) includes a drive unit (501), a drive gear (502), a driven gear (503), a drive vane (504), and a driven vane (505). The drive unit (501) is mounted on the mounting bracket (3). The drive gear (502) is connected to the drive unit (501) for transmission. The driven gear (503) meshes with the drive gear (502) for transmission. The drive vane (504) and the driven vane (505) are arranged in parallel and are fixedly connected to the drive gear (502) and the driven gear (503) respectively, so as to adjust the flow area of ​​the corresponding flow cavity (4011) by opening and closing the drive vane (504) and the driven vane (505).

5. A split-thrust controlled coaxial twin-propeller aircraft according to claim 4, characterized in that, The device is also provided with a plurality of batteries (7) for powering the drive unit (501) and the drive mechanism. Each of the partitions (402) is provided with a battery placement cavity, and the plurality of batteries (7) are installed in the plurality of battery placement cavities.

6. A split-thrust controlled coaxial twin-propeller aircraft according to claim 5, characterized in that, The partition (402) includes a compartment (4021) and a bottom plate (4022). One end of the compartment (4021) is fixed to the annular cover (401), and the battery placement cavity is provided inside it. An inlet is provided at the bottom to communicate with the battery placement cavity. The bottom plate (4022) is detachably connected to the inlet.

7. A split-thrust controlled coaxial twin-propeller aircraft according to claim 5, characterized in that, A controller (8) is also provided, which is installed at the bottom of the mounting bracket (3) and electrically connected to the drive mechanism, the drive unit (501) and the battery (7).

8. A split-thrust controlled coaxial twin-propeller aircraft according to claim 7, characterized in that, It is also equipped with a wireless receiver, which is electrically connected to the controller (8) and the remote control terminal.

9. A split-thrust controlled coaxial twin-propeller aircraft according to any one of claims 1-8, characterized in that, The mounting frame (3) is equipped with an air duct (9) on its upper part. One end of the air duct (9) is connected to the inner cavity of the mounting frame (3), and the other end extends away from the mounting frame (3) with an air inlet at the top of the other end, so as to guide the high-speed airflow generated by the rotation of the upper rotor (1) and the lower rotor (2) into the mounting frame (3) to dissipate heat from the internal drive mechanism.

10. A flight control method for a coaxial twin-propeller aircraft with split thrust control, characterized in that, A split-thrust controlled coaxial twin-propeller aircraft according to any one of claims 1-9, comprising: Lift control: The total lift of the aircraft is adjusted by adjusting the rotation speed of the upper rotor (1) and / or the lower rotor (2), thereby controlling the aircraft to ascend, descend or hover; Rotation control: Under the premise of ensuring that the total lift remains unchanged, adjust the rotation speed of the upper rotor (1) and the lower rotor (2) to make the aircraft rotate around its own axis to adjust the direction of the aircraft; Tumble control: When the aircraft flips in a certain direction, the flow area in each flow cavity (4011) is adjusted by each flow adjustment mechanism (5) to increase the thrust in the flow cavity (4011) corresponding to the opposite direction and / or decrease the thrust in the flow cavity (4011) corresponding to that direction.

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