An anti-vortex ring rotor device, coaxial helicopter and multicopter

Abstract

The application provides an anti-vortex ring rotor device, a coaxial helicopter and a multi-rotor aircraft. The device comprises a main shaft, an upper power small rotor, a middle non-power large rotor, a lower power small rotor, a power driving assembly, a bearing assembly and a center disc. The upper and lower power small rotors are driven to rotate by independent power driving assemblies to provide lift. The middle non-power large rotor is freely rotatable on the main shaft by the bearing assembly and has an outer diameter greater than the upper and lower small rotors and completely covers the tip region of the small rotors. In the low-altitude hovering or high-speed vertical descent working condition, the middle non-power large rotor intercepts the upflow of the tip, cooperates with the center disc to block the central backflow channel of the main shaft, cuts off the vortex ring closed airflow loop, and suppresses the rapid descent of the aircraft caused by the vortex ring state.

Description

Technical Field

[0001] This application relates to the field of rotorcraft technology, specifically to an anti-vortex ring rotor device, a coaxial helicopter, and a multi-rotor aircraft. Background Technology

[0002] During low-altitude hovering, high-speed vertical descent, or low-speed approach landing, the downwash airflow generated by the powered rotor clashes with the upward oncoming airflow generated by the aircraft's descent. This airflow easily flows back upward along the outer edge of the rotor tip and the central region of the main shaft, forming a closed annular vortex. This causes turbulence in the rotor's effective angle of attack and a sharp decrease in lift, leading to an uncontrolled and rapid descent of the aircraft. Currently, the industry's main methods for dealing with vortex rings include: passively avoiding this by limiting the speed or increasing the forward speed through flight control software; adding fixed ducts or annular guide vanes to the outside of the rotor to block the backflow; and using conventional coaxial fully powered rotors or multi-layer powered rotors to optimize lift distribution. In addition, there is also an existing active-passive composite rotor structure, which uses a coaxial layout of two layers of small powered rotors on the top and bottom, combined with a middle layer of unpowered large rotor. The downwash airflow from the small powered rotors drives the rotation of the unpowered large rotor to achieve aerodynamic transmission and simplify the mechanical deceleration structure. However, the aforementioned existing technologies still have the following shortcomings: passive avoidance methods limit the operational scenarios of the aircraft; fixed guide structures significantly increase the overall weight and flight drag, reducing aerodynamic efficiency; and conventional multi-layer powered rotors lack specific protective designs for airflow recirculation paths. In particular, existing active-passive composite rotor structures are designed primarily for aerodynamic transmission and lift enhancement, without any structure to block airflow recirculation in the central area of ​​the main shaft, and do not utilize the middle rotor to specifically intercept tip recirculation to cut off the vortex ring loop. Therefore, under high-speed vertical descent conditions, existing active-passive composite rotor structures cannot simultaneously and effectively block both the tip and central main shaft airflow recirculation channels, still posing a safety hazard of rapid aircraft descent due to vortex ring conditions. Summary of the Invention

[0003] This application provides an anti-vortex ring rotor device, a coaxial helicopter, and a multi-rotor aircraft, aiming to improve the shortcomings of existing technologies, which result in insufficient anti-vortex ring capability and a tendency for aircraft to plummet. An anti-vortex ring three-layer coaxial composite rotor device includes a main shaft, an upper-layer powered small rotor, a middle-layer unpowered large rotor, a lower-layer powered small rotor, a power drive assembly, and a bearing assembly. The upper-layer powered small rotor, the middle-layer unpowered large rotor, and the lower-layer powered small rotor are arranged coaxially from top to bottom along the main shaft, with their rotation planes parallel to each other. The upper-layer powered small rotor and the lower-layer powered small rotor are each connected to an independent power drive assembly, which drives their rotation to provide lift. The middle-layer unpowered large rotor is loosely mounted on the main shaft via the bearing assembly, and the main shaft does not supply lift to the middle-layer unpowered large rotor. The powered large rotor inputs rotational torque, while the middle unpowered large rotor is a free-rotating structure. The outer diameter of the middle unpowered large rotor is larger than that of the upper and lower powered small rotors, and the radial surface of the middle unpowered large rotor completely covers the tip areas of the upper and lower powered small rotors. When the aircraft hovers at low altitude and descends vertically at high speed, the middle unpowered large rotor intercepts the upward backflow airflow from the rotor tips, and works with the central disk to block the central backflow channel of the main shaft, thus cutting off the closed airflow loop of the vortex ring and suppressing the rapid descent of the aircraft caused by the vortex ring state.

[0004] Furthermore, the upper-level powered rotor rotates in the opposite direction to the lower-level powered rotor.

[0005] The above-mentioned scheme can cancel out the counter-torque generated by rotation, thereby improving the overall attitude stability of the aircraft. Since the upper and lower powered rotors are independently driven and rotate in opposite directions, the counter-torques they generate are balanced on the main shaft. This allows the aircraft to maintain directional stability during hovering or vertical takeoff and landing without relying on a tail rotor or other anti-torsion mechanisms, simplifying the flight control logic. It is particularly suitable for applications with high requirements for attitude stability, such as coaxial helicopters.

[0006] Furthermore, a central disk is fixed between the central region of the upper-level and lower-level powered small rotors and the main shaft. The central disk is used to block the central gap of the rotor, prevent the downwash airflow from flowing back up from the near area of ​​the main shaft to the upper surface of the rotor, and suppress the generation of vortex rings.

[0007] The above scheme achieves dual blocking of backflow, comprehensively enhancing anti-vortex ring capability. This is because the device utilizes a mid-layer unpowered large rotor as a rotating aerodynamic barrier. Its outer diameter is larger than that of the upper and lower powered small rotors and completely covers the rotor tip area, effectively intercepting and dispersing the upward backflow at the rotor tip, dissipating backflow kinetic energy. Simultaneously, the central disk is fixedly positioned below the center area of ​​the upper and lower powered small rotors on the main shaft, physically sealing the central gap around the main shaft and completely preventing the downwash airflow from returning upwards from the central channel to impact the upper surface of the rotor. This dual structure of "outer layer interception + central blocking" cuts off the closed airflow loop formed by the vortex ring from the aerodynamic source. Furthermore, the mid-layer rotor adopts a free-rotating structure, requiring no additional drive mechanism, and the central disk is a simple flat plate structure; neither adds significant weight or aerodynamic drag. Compared to existing technologies that add fixed ducts or annular guide vanes, this achieves lightweight design and high aerodynamic efficiency. The upper and lower rotors are driven independently. Even under extreme disturbance conditions, when one rotor experiences lift fluctuations, the other rotor can still provide lift redundancy, improving the aircraft's fault tolerance and low-altitude operation safety.

[0008] Furthermore, the blade installation angle range of the mid-level unpowered large rotor is 2° to 4°.

[0009] The above scheme ensures that the mid-level unpowered large rotor can be smoothly driven to rotate by the backflow airflow, while controlling additional aerodynamic drag. This installation angle range represents optimized aerodynamic parameters that ensure the mid-level rotor receives sufficient driving torque to maintain free rotation under normal downwash or rising oncoming airflow, effectively intercepting the tip backflow, while avoiding excessive aerodynamic drag due to an excessively large installation angle. This maintains overall flight efficiency while ensuring anti-vortex ring effect.

[0010] The axial clearance between the upper powered small rotor, the lower powered small rotor and the middle unpowered large rotor shall not be greater than 3 times the major chord length of the middle unpowered large rotor, and shall not be less than 1.1 times the major chord length of the middle unpowered large rotor.

[0011] The above scheme ensures effective airflow interception. Limiting the axial clearance to within three times and beyond 1.1 times the maximum chord length of the middle-layer unpowered large rotor ensures that the three rotor layers remain within the effective range of mutual airflow influence without reducing efficiency. This allows the middle-layer large rotor to more closely cover the flow field generated by the upper and lower small rotors. Especially during high-speed vertical descent generating strong backflow, the middle-layer rotor can promptly and effectively intercept the backflow airflow overflowing from the tips of the upper and lower small rotors, preventing airflow diffusion between layers from weakening the interception efficiency.

[0012] Furthermore, the power drive component is a disc-type external rotor motor.

[0013] The above solution achieves a compact structure and high transmission efficiency. The external rotor motor directly drives the rotor hub, eliminating the need for traditional gear reducers or drive shafts. This not only reduces mechanical transmission losses and improves energy conversion efficiency but also significantly reduces the structural complexity and weight of the rotor head, contributing to lightweight aircraft design and improved range. Furthermore, the large surface area of ​​the disc motor allows it to be used directly as a central disc, saving on structural and weight requirements.

[0014] Furthermore, the bearing assembly uses deep groove ball bearings.

[0015] The above solution ensures that the mid-level unpowered large rotor rotates flexibly and without jamming. High-precision deep groove ball bearings, characterized by low friction coefficient, high radial load capacity, and smooth operation, can support the free rotation of the mid-level unpowered large rotor under high-speed airflow, ensuring its sensitive response to airflow changes under various flight conditions and preventing aerodynamic performance degradation or structural damage caused by mechanical jamming.

[0016] Furthermore, the central disk is a circular flat plate structure, and the outer radius of the central disk is not less than the hub radius of the corresponding rotor.

[0017] The above solution completely covers the central gap of the rotor, effectively blocking central backflow. The circular flat plate structure is simple and easy to manufacture. Its outer radius is no less than the hub radius, ensuring that the central disc can seamlessly connect to the transition area between the rotor hub and the main shaft, leaving no airflow leakage channel. This physically eliminates the possibility of downwash airflow rushing upwards from the central area of ​​the main shaft into the upper surface of the rotor, thus perfecting the vortex ring suppression mechanism in the central area.

[0018] A coaxial helicopter employing the aforementioned anti-vortex ring three-layer coaxial composite rotor device includes a helicopter fuselage, landing gear, and a control system. At least one of the aforementioned three-layer coaxial composite rotor devices is fixedly mounted on the top of the helicopter fuselage, providing lift and attitude control for the helicopter. It also includes a propulsion system for rapid forward flight of the coaxial helicopter.

[0019] The above-described solution provides a coaxial helicopter with excellent anti-vortex ring performance. This helicopter eliminates the traditional anti-torsion tail rotor, relying on the counter-rotation of the upper and lower powered small rotors to counteract torque, while the middle unpowered large rotor and the central disk work together to suppress vortex rings. In high-risk conditions such as low-altitude hovering and high-speed vertical descent, this configuration effectively avoids rapid lift decay and uncontrolled descent, significantly improving operational safety and stability in scenarios such as agricultural and forestry plant protection and emergency rescue.

[0020] A multi-rotor aircraft using the aforementioned anti-vortex ring three-layer coaxial composite rotor device includes a multi-rotor frame, a flight control system, and a power supply system; the multi-rotor frame is matrix-connected with four arms around its perimeter, and each arm is equipped with a three-layer coaxial composite rotor device at its end, forming a four-axis layout.

[0021] The above-described solution provides a highly safe quadcopter multirotor aircraft. By installing one of the aforementioned anti-vortex ring three-layer coaxial composite rotor devices at the end of each of the four arms, the aircraft maintains the flexibility of a standard quadcopter layout while each power unit possesses independent vortex ring suppression capabilities. In operations requiring frequent vertical takeoffs and landings and rapid descents, such as logistics delivery, industrial inspection, and commuting, this design significantly reduces the risk of rollovers or crashes caused by vortex ring effects. Furthermore, the coordinated operation of the four composite rotors further enhances the aircraft's power redundancy and attitude control precision. Attached Figure Description

[0022] Figure 1 This is a schematic diagram of the anti-vortex ring rotor device; Figure 2 This is a three-dimensional schematic diagram of the anti-vortex ring rotor device; Figure 3 This is a schematic diagram of a coaxial helicopter structure that utilizes an anti-vortex ring three-layer coaxial composite rotor device. Figure 4 It is a quadcopter multirotor aircraft that uses an anti-vortex ring three-layer coaxial composite rotor device.

[0023] In the diagram: 1-Upper powered small rotor, 2-Middle unpowered large rotor, 3-Lower powered small rotor, 4-Main shaft, 5-Outer rotor motor, 6-Central disk, 7-Bearing assembly, 8-Helicopter fuselage, 9-Landing gear, 10-Control system, 11-Thruster, 12-Multi-rotor frame, 13-Arm. Detailed Implementation

[0024] To make the technical problems solved, technical solutions, and beneficial effects of this application clearer, the following detailed description is provided in conjunction with embodiments and accompanying drawings. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0025] Example 1: As Figure 1 , 2As shown in the embodiment of this application, a three-layer coaxial composite rotor device for resisting vortex rings is provided, including a main shaft 4, an upper-layer powered small rotor 1, a middle-layer unpowered large rotor 2, a lower-layer powered small rotor 3, multiple sets of power drive components, a bearing assembly 7, and a central disk 6; the upper-layer powered small rotor 1, the middle-layer unpowered large rotor 2, and the lower-layer powered small rotor 3 are arranged coaxially from top to bottom along the main shaft 4, and their rotation planes are parallel to each other; the upper-layer powered small rotor 1 and the lower-layer powered small rotor 3 are each independently connected to a set of power drive components, which drive their rotation to provide the main lift for the aircraft; the middle-layer unpowered large rotor 2 is loosely fitted onto the main shaft 4 through the bearing assembly 7, and the main shaft 4 does not input any rotational torque to the middle-layer unpowered large rotor, which rotates freely only by the surrounding airflow ... The outer diameter of rotor 2 is larger than that of the upper powered small rotor 1 and the lower powered small rotor 3, and the radial surface of the middle unpowered large rotor 2 completely covers the entire tip area of ​​the upper powered small rotor 1 and the lower powered small rotor 3; a central disk 6 is fixedly installed on the outer periphery of the main shaft 4 and in the central area of ​​the upper powered small rotor 1 and the lower powered small rotor 3. The central disk 6 blocks the gap between the rotor center and the main shaft 4, preventing the downwash airflow from flowing back up from the central area of ​​the main shaft 4 to the upper surface of the rotor; under conditions that easily trigger vortex rings, such as low-altitude hovering and high-speed vertical descent of the aircraft, the middle unpowered large rotor 2 acts as a rotating aerodynamic barrier to intercept the upward backflow airflow from the tips of the rotors. Together with the central disk 6, it blocks the central backflow channel of the main shaft 4, thus doubly blocking the closed airflow loop of the vortex ring, suppressing the generation of the vortex ring state, and preventing the aircraft from falling rapidly.

[0026] Compared to the closest prior art (such as Chinese patent CN115285344 B), this prior art mainly utilizes a small powered rotor to drive a large unpowered rotor to achieve aerodynamic transmission and simplify the mechanical structure. Its design logic is not mentioned, it does not address vortex ring suppression, and it lacks sealing of the central backflow gap of the main shaft, resulting in the risk of localized backflow at the blade tip and center region during high-speed vertical descent. In contrast, the anti-vortex ring three-layer coaxial composite rotor device provided in this embodiment, by adding a central disk to seal the central backflow gap of the main shaft 4 and combining it with the middle-layer unpowered large rotor 2 to intercept blade tip backflow, completely cuts off the closed loop of the vortex ring airflow from the aerodynamic source. This dual blocking mechanism not only solves the problems of the limitations of traditional passive avoidance methods and the increased weight and drag of fixed guide structures, but also overcomes the defect that traditional multi-layer rotors cannot simultaneously seal two backflow channels, significantly improving the safety of low-altitude flight without adding significant weight or aerodynamic drag.

[0027] Specifically, the upper-level powered small rotor 1 and the lower-level powered small rotor 3 serve as the main lift sources, rotating at high speed under the drive of the outer rotor motor 5 to generate a downward downwash airflow. The middle-level unpowered large rotor 2, due to its larger outer diameter and complete radial coverage of the tip regions of the upper and lower small rotors, effectively intercepts and disperses the upward backflow formed by the collision of the oncoming airflow and the downwash airflow when the aircraft is in a high-speed vertical descent condition. The backflow kinetic energy is dissipated by the rotating middle rotor. Simultaneously, the central disk 6, located on the outer periphery of the main shaft 2 and in the central region of the upper and lower powered small rotors, physically seals the gap between the rotor center and the main shaft 4, completely preventing the downwash airflow from returning upwards from the central channel to impact the upper surface of the rotor. With both critical backflow paths simultaneously cut off, the airflow cannot form a closed loop, thus preventing the generation of vortex rings at the source. In addition, the two independent power rotors provide power redundancy. Even if there is a slight local airflow disturbance and one rotor generates a small fluctuation in lift, the other rotor can still provide lift support, eliminating the risk of a precipitous drop in the overall lift.

[0028] The upper-level powered rotor 1 and the lower-level powered rotor 3 rotate in opposite directions. The counter-rotation of the upper-level powered rotor 1 and the lower-level powered rotor 3 can cancel each other out the anti-torque generated by their rotation, thereby improving the overall attitude stability of the aircraft and maintaining the fuselage heading stability without relying on an additional anti-torque tail rotor or complex flight control compensation.

[0029] The blade installation angle of the middle-layer unpowered large rotor 2 is in the range of 2° to 4°. Setting the blade installation angle of the middle-layer unpowered large rotor within this specific range ensures that it can be smoothly driven to rotate by the airflow generated by the upper and lower powered small rotors, thus playing the role of aerodynamic barrier, while effectively controlling the additional aerodynamic drag caused by excessive blade angle, achieving a balance between aerodynamic efficiency and rotational stability.

[0030] The axial clearance between the upper powered small rotor 1, the lower powered small rotor 3, and the middle unpowered large rotor 2 shall not exceed three times the maximum chord length of the middle unpowered large rotor, and shall not be less than 1.1 times the maximum chord length of the middle unpowered large rotor. Limiting the axial distance between the upper and lower powered small rotors and the middle unpowered large rotor ensures that the middle unpowered large rotor 2 is within the effective range of airflow interference from the upper and lower small rotors, ensuring its interception effect on the tip return airflow. This avoids airflow divergence due to excessive spacing, which would reduce anti-vortex ring efficiency, and also avoids collision or reduced lift efficiency due to insufficient spacing.

[0031] The power drive assembly adopts a disc-type external rotor motor. Using an external rotor motor 5 as the power drive assembly features a compact structure, large moment of inertia, and high transmission efficiency, which helps to reduce the overall size and weight of the rotor device, while providing stable torque output to meet the requirements of aircraft for lightweight design and high response speed.

[0032] The bearing assembly 7 uses high-precision deep groove ball bearings. Using high-precision deep groove ball bearings to support the middle-layer unpowered large rotor 2, which is loosely mounted on the main shaft, ensures that the middle-layer unpowered large rotor 2 rotates flexibly and without jamming, reduces frictional resistance, and allows it to respond sensitively to airflow changes and rotate freely, ensuring continuous and effective airflow interception.

[0033] The central disk 6 is a circular flat plate structure, and the outer radius of the central disk 6 is not less than the corresponding rotor hub radius. By designing the central disk 6 as a circular flat plate structure, and with its outer radius covering the rotor hub area, it can completely cover the central gap of the rotor, maximizing the sealing of airflow gaps around the main shaft 4, preventing the downwash airflow from flowing disorderly from the central area or flowing back upward, and further enhancing the suppression effect on the vortex in the central area.

[0034] Example 2: Figure 3 As shown in the embodiments of this application, a coaxial helicopter using the above-mentioned anti-vortex ring three-layer coaxial composite rotor device is also provided.

[0035] This coaxial helicopter comprises a fuselage 8, a propulsion unit 11, landing gear 9, a flight control system, and a power supply system. At least one set of the aforementioned three-layer coaxial composite rotor assembly is fixedly mounted on the top of the fuselage 8. This rotor assembly provides all lift and attitude control for the entire aircraft, eliminating the need for a traditional anti-torsion tail rotor. During operation, in takeoff, hovering, and level flight, the upper and lower powered small rotors work together to provide lift, while the central disc directly utilizes the stator of the disc-type external rotor motor to block central turbulence. During high-speed vertical descent, the middle unpowered large rotor 2 blocks tip backflow, working in conjunction with the stator of the disc-type external rotor motor to seal the central backflow, completely avoiding vortex ring risks and ensuring a smooth descent without sudden drops. This model is suitable for agricultural and forestry plant protection, low-altitude inspection, emergency rescue, and low-altitude commuting, offering extremely high safety for low-altitude operations. The propulsion unit 11 enables the coaxial helicopter to fly forward rapidly.

[0036] Example 3: As Figure 4As shown in the embodiment of this application, a multi-rotor aircraft applying the above-mentioned anti-vortex ring three-layer coaxial composite rotor device is also provided. This multi-rotor aircraft includes a multi-rotor frame 12, a flight control system, and a power supply system. Four arms 13 are regularly connected around the multi-rotor frame 12, and each arm 13 has a set of the above-mentioned three-layer coaxial composite rotor device installed at its outer end, forming a four-axis layout. Takeoff, landing, hovering, and attitude control are achieved through the coordinated operation of the four sets of composite rotors. During takeoff, landing, hovering, and rapid descent, each rotor device relies on the middle-layer large rotor to intercept the tip backflow and the central disk (the stator of the disc-type external rotor motor) to block the central backflow, thus doubly preventing vortex ring formation. With the four sets of rotors working in coordination, the overall airflow interference is small, the attitude is stable, and there is no risk of vortex ring rollover or rapid descent. This model is suitable for routine and special operations such as industrial inspection, logistics distribution, aerial reconnaissance, low-altitude entertainment, and commuting, significantly improving the operational reliability of multi-rotor aircraft in complex airflow environments.

[0037] The above description is merely a preferred embodiment of this application and is not intended to limit this application. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A three-layer coaxial composite rotor device with anti-vortex ring, characterized in that... , include: Main shaft, upper-level powered small rotor, middle-level unpowered large rotor, lower-level powered small rotor, power drive assembly and bearing assembly; The upper powered small rotor, the middle unpowered large rotor, and the lower powered small rotor are arranged coaxially from top to bottom along the main axis, and the three rotation planes are parallel to each other. The upper-level and lower-level powered rotors are each connected to independent power drive components, which drive them to rotate and provide lift. The middle-layer unpowered large rotor is mounted on the main shaft through a bearing assembly. The main shaft does not input rotational torque to the middle-layer unpowered large rotor, and the middle-layer unpowered large rotor is a free-rotating structure. The outer diameter of the middle-layer unpowered large rotor is larger than the outer diameters of the upper-layer powered small rotor and the lower-layer powered small rotor, and its disk surface radially completely covers the entire tip area of ​​the upper-layer powered small rotor and the lower-layer powered small rotor. When the aircraft is hovering at low altitude or descending vertically at high speed, the mid-level unpowered large rotor intercepts the upward backflow of airflow from the rotor tip, cuts off the closed airflow loop of the vortex ring, and suppresses the rapid descent of the aircraft caused by the vortex ring state.

2. The anti-vortex ring three-layer coaxial composite rotor device according to claim 1, characterized in that, The upper-level powered rotor rotates in the opposite direction to the lower-level powered rotor.

3. The anti-vortex ring three-layer coaxial composite rotor device according to claim 1 or 2, characterized in that, Both the upper and lower powered rotors have a central disk fixed on the main shaft below their central regions. The central disk is perpendicular to the main shaft and is used to seal the central gap of the rotor, preventing the downwash airflow from flowing back up from the near area of ​​the main shaft to the upper surface of the rotor, thereby further suppressing the rapid descent of the aircraft caused by the vortex ring state.

4. The anti-vortex ring three-layer coaxial composite rotor device according to claim 1 or 2, characterized in that, The blade installation angle range of the middle-layer unpowered large rotor is 2° to 4°.

5. The anti-vortex ring three-layer coaxial composite rotor device according to claim 1 or 2, characterized in that, The axial clearance between the upper powered small rotor, the lower powered small rotor and the middle unpowered large rotor shall not be greater than 3 times the maximum chord length of the middle unpowered large rotor, and shall not be less than 1.1 times the maximum chord length of the middle unpowered large rotor.

6. The anti-vortex ring three-layer coaxial composite rotor device according to claim 1 or 2, characterized in that, The power drive component is an external rotor disc motor.

7. The anti-vortex ring three-layer coaxial composite rotor device according to claim 1 or 2, characterized in that, The bearing assembly includes a deep groove ball bearing.

8. The anti-vortex ring three-layer coaxial composite rotor device according to claim 1 or 2, characterized in that, The central disk is a circular flat plate structure, with its center fixed to the main shaft, and its outer radius is not less than the hub radius of the corresponding rotor.

9. A coaxial helicopter, comprising: The helicopter fuselage, landing gear, and flight control system are characterized by: At least one anti-vortex ring three-layer coaxial composite rotor device as described in any one of claims 1 to 8 is fixedly installed on the top of the helicopter fuselage; The anti-vortex ring three-layer coaxial composite rotor device provides all the lift and attitude control for the entire aircraft, eliminating the need for a traditional anti-torsion tail rotor.

10. A quadcopter multi-rotor aircraft, comprising: The multi-rotor frame, flight control system, and power supply system are characterized by: The multi-rotor frame is regularly connected to four arms, and each arm is equipped with an anti-vortex ring three-layer coaxial composite rotor device as described in any one of claims 1 to 8. Four sets of compound rotor devices form a quadcopter layout, which achieves take-off, landing, hovering and attitude control of the aircraft through coordinated adjustment.

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