Vertically-inclined double-tail-rotor multi-propeller aircraft

Abstract

A right front machine arm, a left front machine arm and a rear machine arm are connected to the right front portion, the left front portion and the rear portion of a machine body respectively, a right front motor and a right front propeller are sequentially connected to the front end of the right front machine arm, and a left front motor and a left front propeller are sequentially connected to the front end of the left front machine arm. The rear end of the rear arm is connected with a V-shaped dual-motor mounting seat with a transverse opening, a rear upper propeller is obliquely connected to the upper motor mounting seat, and a rear lower thrust propeller is obliquely connected to the lower motor mounting seat; the lift force of the right front propeller and the left front propeller controls rolling in a differential mode, the lift force of the right front propeller, the left front propeller, the rear upper propeller and the rear lower thrust propeller controls pitching in a differential mode, the lift force of the rear upper propeller and the rear lower thrust propeller controls the course in a differential mode, and the propellers for controlling the attitude only participate in two of the three kinds of control. The available accelerator stroke of a driving motor corresponding to the propeller is increased, the capacity of controlling pitching, rolling and heading is improved, and the wind resistance of the aircraft is enhanced.

Description

Technical Field

[0001] This utility model relates to a multi-propeller aircraft, and more particularly to a multi-propeller aircraft with a double tail rotor that uses the lift variation of a pair of tilting tail rotors to control the heading of the aircraft. Background Technology

[0002] Currently known multi-propeller aircraft, such as quadcopters, utilize the lift differential between the two front and two rear propellers to control pitch, the lift differential between the two right and two left propellers to control roll, and the lift differential between the two propellers on the right front diagonal and the two propellers on the left front diagonal to control yaw. When a quadcopter hovers in the air, if one propeller controls pitch, roll, and yaw, requiring a simultaneous increase in lift (i.e., three corresponding lift increases), the corresponding drive motor of the propeller needs three throttle increases. Taking a quadcopter hovering with 50% of the throttle travel as an example, when the throttle of the corresponding drive motor increases from 50% to 100%, the propeller's lift reaches its maximum. The propeller has 50 motor throttle variables for pitch, roll, and yaw. Each of these three controls involves only approximately 16.7 propeller-specific drive motor throttle increases. (50 throttle variables divided by 3) When these three controls simultaneously require an increase in throttle, each control increases the throttle by 16.7 motor throttles. When the three controls are combined, the corresponding propeller drive motor throttle increases to 100 motor throttles. The propeller lift cannot be increased further, and the ability to control the aircraft's attitude reaches its limit. Similarly, in the process of controlling the attitude of a quad propeller aircraft, pitch, roll, and yaw are required. Each of these three controls has only about 16.7 propeller drive motor throttles decreasing (50 throttle variables divided by 3). When these three controls simultaneously require a decrease in throttle, each control decreases the throttle by 16.7 motor throttles. The corresponding propeller drive motor throttle decreases to 0 throttles. The propeller lift cannot be decreased further, and the ability to control the aircraft's attitude reaches its limit. Since the three controls share a single throttle stroke, the ability to control the aircraft's attitude is limited. Therefore, the existing quad propeller aircraft have poor wind resistance. Summary of the Invention

[0003] To address the problem of poor wind resistance in existing multi-propeller aircraft, this invention provides a multi-propeller aircraft with a vertically tilting dual tail rotor. By increasing the available throttle stroke for controlling the aircraft's attitude using the corresponding propeller drive motors, the wind resistance of the aircraft is improved.

[0004] The technical solution adopted by this utility model to solve its technical problem is as follows: The fuselage, with a small tower at the top, and the landing gear form the main body of the fuselage. The right front arm is connected to the front right part of the main body of the fuselage. The right front motor mounting base, the right front motor, and the right front propeller are sequentially connected to the front end of the right front arm, and the lift of the right front propeller is vertically upward. The left front arm is connected to the front left part of the main body of the fuselage. The left front motor mounting base, the left front motor, and the left front propeller are sequentially connected to the front end of the left front arm, and the lift of the left front propeller is vertically upward. The rear fuselage is connected to the rear arm, and the rear end of the rear arm is connected to a transversely open V-shaped dual-motor mounting base. The upper motor mounting base of the transversely open V-shaped dual-motor mounting base is connected to the upper rear motor, which is connected to the upper rear propeller. The acute angle between the rotation plane of the upper rear propeller and the horizontal plane is α. The lift of the upper rear propeller is directed to the upper right, and this lift is decomposed into a horizontal component to the right and a vertical component to the up. The lower motor mounting base of the transversely open V-shaped dual-motor mounting base is connected to the lower rear motor, which is connected to the lower rear thrust propeller. The acute angle between the rotation plane of the lower rear thrust propeller and the horizontal plane is α. The lift of the lower rear thrust propeller is directed to the upper left, and this lift is decomposed into a horizontal component to the left and a vertical component to the up.

[0005] This constitutes a vertically tilting twin-tailed multi-propeller aircraft.

[0006] The vertical lift from the right front propeller, the vertical lift from the left front propeller, the vertical upward component of the rear upper propeller, and the vertical upward component of the rear lower thrust propeller work together to control the vertical ascent and descent of the aircraft. The differential lift from the right and left front propellers controls the roll of the aircraft. The differential lift from the right front propeller, the left front propeller, the vertical upward component of the rear upper propeller, and the vertical upward component of the rear lower thrust propeller controls the pitch of the aircraft. The differential horizontal rightward component of the rear upper propeller and the horizontal leftward component of the rear lower thrust propeller control the heading.

[0007] When the aircraft hovers in the air, during the control of pitch, roll, and yaw, the right front propeller participates in pitch and roll control, the left front propeller participates in pitch and roll control, the rear upper propeller participates in pitch and yaw control, and the rear lower thrust propeller participates in pitch and yaw control. The propellers controlling the aircraft's attitude only participate in two of the three controls (pitch, roll, and yaw), and the two controls share 50 throttle strokes. The corresponding drive motor of each control propeller has 25 throttle strokes, which is nearly 50% more than the 16.7 throttle strokes of conventional multi-propeller aircraft. Due to the increased throttle stroke available to the corresponding drive motors of the propellers, the ability to control pitch, roll, and yaw is increased, and the aircraft's wind resistance is enhanced.

[0008] The technical solution of this utility model, by setting a rear upper propeller with an inclined rotating surface and a rear lower thrust propeller with an inclined rotating surface, enables the propellers that control the attitude of the aircraft to participate in only two of the three controls (pitch, roll, and yaw), thereby increasing the throttle travel available to the corresponding drive motors of each propeller that controls the attitude of the aircraft, and achieving the purpose of increasing the ability to control pitch, roll, and yaw, and improving the wind resistance of the aircraft.

[0009] Connecting a folding component to the right front arm allows the right front arm to fold backward, and connecting a folding component to the left front arm allows the left front arm to fold backward, which reduces the space occupied by the tilting twin-tail multi-propeller aircraft during storage.

[0010] The tilting twin-tail multi-propeller aircraft has the advantages of compact structure and strong wind resistance, making it suitable for flight in various weather conditions. It has become a new type of general-purpose vertical take-off and landing flight platform, which can be used in fields such as manned and cargo transportation, agricultural operations, forestry operations, surveying, and exploration. Attached Figure Description

[0011] The present invention will be further described below with reference to the accompanying drawings and embodiments.

[0012] Figure 1 This is a schematic diagram of the structure of the vertically tilting twin-tailed multi-propeller aircraft of the first embodiment of this utility model.

[0013] Figure 2 This is a schematic diagram of the flight principle of the vertically tilting twin-tailed multi-propeller aircraft according to the first embodiment of this utility model.

[0014] Figure 3 This is a schematic diagram of the structure of the vertically tilting twin-tailed multi-propeller aircraft according to the second embodiment of this utility model.

[0015] Figure 4 This is a schematic diagram of the flight principle of the vertically tilting twin-tailed multi-propeller aircraft according to the second embodiment of this utility model.

[0016] Figure 5 This is a schematic diagram of the structure of a vertically tilting twin-tailed multi-propeller aircraft according to the third embodiment of this utility model.

[0017] Figure 6 This is a schematic diagram of the flight principle of the vertically tilting twin-tailed multi-propeller aircraft according to the third embodiment of this utility model.

[0018] Figure 7 This is a schematic diagram of the structure of a vertically tilting twin-tailed multi-propeller aircraft according to the fourth embodiment of this utility model.

[0019] Figure 8This is a schematic diagram of the flight principle of the vertically tilting twin-tailed multi-propeller aircraft according to the fourth embodiment of this utility model.

[0020] Figure 9 This is a connection diagram of the transversely open V-shaped dual-motor mounting base for the vertically tilting twin-tail-rotor multi-propeller aircraft of this utility model.

[0021] Figure 10 This is a schematic diagram showing the connection of the main components of the vertically tilting twin-tailed multi-propeller aircraft of this utility model.

[0022] Figure 11 This is a schematic diagram of the propeller flapping assembly connection of the vertically tilting dual-tail rotor multi-propeller aircraft of this utility model.

[0023] Figure 12 This is a schematic diagram of the fuel engine connection shock absorber for the vertically tilting twin-tailed multi-propeller aircraft of this utility model.

[0024] Figure 13 This is a schematic diagram of the fuel engine connection tower of the vertically tilting twin-tail-rotor multi-propeller aircraft of this utility model.

[0025] Figure 14 This is a schematic diagram of the fuel engine connected to the waving propellers of the vertically tilting twin-tailed multi-propeller aircraft of this utility model.

[0026] Figure 15 This is a schematic diagram of the flapping propeller assembly of the vertically tilting twin-tailed multi-propeller aircraft of this utility model, which is connected to a one-way bearing.

[0027] Figure 16 This is a schematic diagram of another flapping propeller assembly connection for the vertically tilting twin-tailed multi-propeller aircraft of this utility model.

[0028] In the diagram: 1. Right front propeller, 2. Left front propeller, 3. Rear upper propeller, 4. Rear lower thrust propeller, 5. Central large propeller, 5-1. Central large flapping propeller, 11. Right front motor, 12. Left front motor, 13. Rear upper motor, 14. Rear lower motor, 15. Central large motor, 15-1. Central large internal combustion engine, 15-2. Central large internal combustion engine output shaft, 15-3. Central large internal combustion engine mounting plate, 21. Right front motor mounting bracket, 22. Left front motor mounting bracket, 23. Laterally open V-shaped dual motor mounting bracket, 23-1. Upper motor mounting bracket of the laterally open V-shaped dual motor mounting bracket, 23-2. Lower motor mounting bracket of the laterally open V-shaped dual motor mounting bracket, 24. Reinforcing plate of the laterally open V-shaped dual motor mounting bracket, 24-1. 24-11. Upper V-arm of the transversely open V-type dual motor mounting bracket; 24-2. Upper motor mounting plate of the upper motor mounting bracket of the transversely open V-type dual motor mounting bracket; 24-22. Lower V-arm of the transversely open V-type dual motor mounting bracket; 25. Small tower; 31. Right front arm; 32. Left front arm; 33. Rear arm; 36. Main body of the fuselage; 41. Screw; 42. Rivet; 43. Long screw; 44. Nut; 45. Small tower top plate with motor mounting holes; 45-1. Small tower top plate with fuel engine mounting holes; 46. Mounting hole; 47. Pipe hole; 48. Angle aluminum with mounting holes; 49. Upper mounting plates of left and right pipe seats; 49-1. Upper mounting plate of rear pipe seat; 50. Lower mounting plates for left and right propeller tubes; 51. Right front propeller tube; 52. Left front propeller tube; 53. Rear propeller tube; 55. Seesaw-type propeller clip with hinge lug; 56. Seesaw-type U-shaped seat; 56-1. Seesaw-type U-shaped seat with one-way bearing housing hole; 57. Hinge hole; 58. Hinge shaft; 59. Positioning retaining ring; 60. Hairpin pin; 61. Bell-shaped rubber shock absorber; 62. Upper bushing; 63. Lower bushing; 64. Flat pressure bearing; 65. Main shaft; 66. One-way bearing; 67. One-way bearing housing hole; 68. Flat seesaw-type propeller clip; F1. Lift of the right front propeller; F2. Lift of the left front propeller; F3. Lift of the rear upper propeller; F4. Lift of the rear lower thrust propeller; F3z. The vertical component of the lift from the upper rear propeller, F3y. The horizontal component of the lift from the upper rear propeller, F4z. The vertical component of the lift from the lower rear thrust propeller, F4y. The horizontal component of the lift from the lower rear thrust propeller, F5. The lift of the central large propeller, M3. The plane of rotation of the upper rear propeller, M4. The plane of rotation of the lower rear thrust propeller, dp. The distance from the center of rotation of the right or left front propeller to the center of gravity of the aircraft, dp2.The distance from the projection of the rotation center of the upper rear propeller and the lower rear thrust propeller onto the rear arm axis to the aircraft's center of gravity, dx. The distance from the rotation center of the right or left front propeller to the longitudinal axis X passing through the aircraft's center of gravity, dy. The distance from the rotation center of the right or left front propeller to the transverse axis Y passing through the aircraft's center of gravity, X. The longitudinal axis passing through the aircraft's center of gravity, Y. The transverse axis passing through the aircraft's center of gravity, T. The direction of the aircraft's nose, P. The aircraft's center of gravity, SP. The horizontal plane, CZ. The vertical line, N. The propeller rotates counterclockwise, S. The propeller rotates clockwise, α. The acute angle between the rotation plane of the upper rear propeller and the horizontal plane, or the acute angle between the rotation plane of the lower rear thrust propeller and the horizontal plane, SZ. The axis of the upper V-arm of the transversely open V-type dual motor mount, XZ. The axis of the lower V-arm of the transversely open V-type dual motor mount, θ. The angle between the upper and lower V-arm axes of the horizontally open V-shaped dual-motor mount; the circle with the arrow represents the virtual circle of propeller blade tip rotation and the direction of propeller rotation; the ellipse represents the virtual ellipse of propeller blade tip rotation with an inclined rotation surface; the small dot "." to the left of "F" represents vertical upward lift. The flight principle diagram, propeller rotation direction, and lift direction are based on the top view of the aircraft.

[0029] Glossary: ​​Propellers are classified into "thrust propellers" and "pull propellers" based on the direction of airflow. A propeller in which airflow flows from the propeller to the corresponding drive motor or internal combustion engine is called a "pull propeller," while a propeller in which airflow flows from the drive motor or internal combustion engine to the propeller is called a "thrust propeller." Propellers not specified in this description refer to "pull propellers." Implementation

[0030] Figure 1 The diagram consists of an upper and a lower image. The upper image is a schematic diagram of the structure of the vertically tilted dual-tail rotor multi-propeller aircraft of the first embodiment of this utility model, and the lower image is a rear view.

[0031] Figure 1 In the upper diagram (see the lower diagram), the fuselage with small tower 25 and the landing gear form the fuselage body 36. The right front arm 31 is connected to the front right part of the fuselage body 36. The front end of the front right arm 31 is connected to the front right motor mounting base 21. The front right motor 11 is connected to the front right motor mounting base 21. The front right propeller 1 is connected to the front right motor 11. The lift F1 of the front right propeller is vertically upward. The left front arm 32 is connected to the front left part of the fuselage body 36. The front end of the front left arm 32 is connected to the front left motor mounting base 22. The front left motor 12 is connected to the front left motor 12. The front left propeller 2 is connected to the front left motor 12. The lift F2 of the front left propeller is vertically upward.

[0032] The rear of the fuselage body 36 is connected to the rear arm 33. The rear end of the rear arm 33 is connected to the transversely open V-shaped dual motor mounting base 23. The V-shaped opening of the transversely open V-shaped dual motor mounting base 23 faces to the right. Above the transversely open V-shaped dual motor mounting base 23-1 is the rear upper motor mounting base 23-1, which is connected to the rear upper motor 13. The rear upper motor 13 is connected to the rear upper propeller 3. Below the transversely open V-shaped dual motor mounting base 23 is the rear lower motor mounting base 23-2, which is connected to the rear lower motor 14. The rear lower motor 14 is connected to the rear lower thrust propeller 4.

[0033] Figure 1 In the image below, the lift F1 of the right front propeller is vertically upward, and the lift F2 of the left front propeller is vertically upward.

[0034] The acute angle between the rotation plane M3 of the upper rear propeller 3 and the horizontal plane SP is α. The lift force F3 of the upper rear propeller is directed upward and to the right. The acute angle between the lift force F3 of the upper rear propeller and the vertical line CZ is α (see the small diagram in the lower right corner of the figure below. To clearly show the direction of each force, the exploded diagram of the lift force F3 of the upper rear propeller is shown in the lower right corner of the figure below, and the exploded diagram of the lift force F4 of the lower rear thrust propeller is shown in the lower left corner of the figure below). The vertical component of the lift force F3 of the upper rear propeller, F3z, is vertically upward, F3z = F3 * cos(α). The horizontal component of the lift force F3 of the upper rear propeller, F3y, is horizontally to the right, F3y = F3 * sin(α).

[0035] The acute angle between the rotation plane M4 of the rear-down thrust propeller 4 and the horizontal plane SP is α. The lift F4 of the rear-down thrust propeller is directed upward and to the left. The acute angle between the lift F4 of the rear-down thrust propeller and the vertical line CZ is α (see the small diagram in the lower left corner of the figure below). The vertical component of the lift F4 of the rear-down thrust propeller, F4z, is vertically upward, F4z = F4 * cos(α). The horizontal component of the lift F4 of the rear-down thrust propeller, F4y, is horizontally to the left, F4y = F4 * sin(α). α is selected between 4° and 45°.

[0036] Four electronic speed controllers (ESCs) are connected to four motors, and a flight controller is connected to the four ESCs. The flight controller manipulates the voltage changes of the ESCs to change the motor speeds, which in turn changes the propeller speeds, thus changing the propeller lift and controlling the aircraft's attitude. This constitutes the first embodiment of a tilting-up and tilting dual-tail-rotor multi-propeller aircraft.

[0037] Figure 2 This is a flight principle diagram of the vertically tilting twin-tailed multi-propeller aircraft of the first embodiment of this utility model.

[0038] Figure 2In the diagram, the thick line extending to the right front of the aircraft's center of gravity P represents the line connecting the rotation center of the right front propeller 1 to the center of gravity P, with a length of dp. The thick line extending to the left front of the aircraft's center of gravity P represents the line connecting the rotation center of the left front propeller 2 to the center of gravity P, with a length of dp. The angle between these two lines is 120°. The thick line extending backward of the aircraft's center of gravity P represents the line connecting the projection point of the rotation center of the rear upper propeller 3 and the rear lower thrust propeller 4 on the axis of the rear arm 33 to the center of gravity P, with a length of dp2. The angle between any two adjacent lines of these three lines is 120°.

[0039] The acute angle between the line connecting the rotation center of the right front propeller 1 and the center of gravity P and the longitudinal axis X of the aircraft is equal to the acute angle between the line connecting the rotation center of the left front propeller 2 and the center of gravity P and the longitudinal axis X of the aircraft, and this acute angle is 60°.

[0040] The right front propeller 1 and the left front propeller 2 have the same dimensions and the corresponding drive motor parameters are the same. At the same throttle, the right front propeller 1 and the left front propeller 2 have the same lift. Assume that the right front propeller 1 rotates counterclockwise N and the left front propeller 2 rotates clockwise S.

[0041] The rear upper propeller 3 and the rear lower thrust propeller 4 have the same size and the corresponding drive motor parameters are the same. At the same throttle, the lift of the rear upper propeller 3 and the rear lower thrust propeller 4 is the same, and the rotation directions of the rear upper propeller 3 and the rear lower thrust propeller 4 are opposite.

[0042] At the same throttle, the lift of the right front propeller 1 is greater than that of the rear upper propeller 3.

[0043] The hovering equation for an aircraft is F1 + F2 + F3z + F4z = Pf, i.e. (see...) Figure 1 (See the image below)

[0044] F1+F2+F3*cos(α)+F4*cos(α)=Pf……………………(1).

[0045] In the formula, Pf is the weight of the aircraft.

[0046] The lift linkage of the right front propeller 1, left front propeller 2, rear upper propeller 3 and rear lower thrust propeller 4 controls the ascent and descent of the aircraft.

[0047] The equation for the aircraft's ascent is:

[0048] (F1+df)+(F2+df)+(F3+df)*cos(α)+(F4+df)*cos(α)>Pf.

[0049] …………………………(1-1).

[0050] In the formula, df is the change in lift.

[0051] The equation for the aircraft's descent is:

[0052] (F1-df)+(F2-df)+(F3-df)*cos(α)+(F4-df)*cos(α)<Pf.

[0053] ………………………(1-2)

[0054] The torque that causes the aircraft to roll to the left is: F1*dx.

[0055] The torque that causes the aircraft to roll to the right is: F2*dx.

[0056] The equation for the roll balance of an aircraft is F1*dx = F2*dx, dx = dp*sin(60), that is:

[0057] F1* dp*sin(60) = F2* dp*sin(60)……………..(2).

[0058] The lift differential of the right front propeller 1 and the left front propeller 2 controls the roll of the aircraft.

[0059] The equation for the aircraft's left roll balance is:

[0060] (F1+df)*dp*sin(60)>(F2-df)*dp*sin(60)………………..(2-1).

[0061] The equation for the aircraft's right roll balance is:

[0062] (F1-df)*dp*sin(60)<(F2+df)*dp*sin(60)………………..(2-2).

[0063] The total torque that causes the aircraft to pitch backward is F1*dy+F2*dy, dy=dp*cos(60), that is: F1*dp*cos(60)+F2*dp*cos(60).

[0064] The total torque that causes the aircraft to pitch forward is: F3z*dp2+F4z*dp2, F3z=F3*cos(α), F4z=F4*cos(α), that is: F3*cos(α)*dp2+F4*cos(α)*dp2.

[0065] The equation for aircraft pitch balance is:

[0066] F1*dp*cos(60)+F2*dp*cos(60)= F3*cos(α)*dp2+ F4*cos(α)*dp2.

[0067] ……………………….(3)

[0068] The lift differential of the right front propeller 1, left front propeller 2, rear upper propeller 3, and rear lower thrust propeller 4 controls the pitch of the aircraft.

[0069] The equation for the aircraft's pitch-back is:

[0070] (F1+df)*dp*cos(60)+(F2+df)*dp*cos(60)>.

[0071] (F3-df)*cos(α)*dp2+ (F4-df)*cos(α)*dp2………………(3-1).

[0072] The equation for the aircraft's forward pitch is:

[0073] (F1-df)*dp*cos(60)+(F2-df)*dp*cos(60)<.

[0074] (F3+df)*cos(α)*dp2+(F4+df)*cos(α)*dp2……………….(3-2).

[0075] The torque that causes the aircraft to turn to the left is (see...) Figure 1 (See the diagram below), F3y*dp2=F3*sin(α)*dp2.

[0076] The torque that causes the aircraft to turn to the right is F4y*dp2=F4*sin(α)*dp2.

[0077] The aircraft's heading balance equation is:

[0078] F3*sin(α)*dp2 = F4*sin(α)*dp2………………(4).

[0079] The lift differential of the rear upper propeller 3 and the rear lower thrust propeller 4 controls the heading of the aircraft.

[0080] The equation that causes the aircraft to turn left is:

[0081] (F3+df)*sin(α)*dp2>(F4-df)*sin(α)*dp2…………(4-1).

[0082] The equation that causes the aircraft to turn right is:

[0083] (F3-df)*sin(α)*dp2<(F4+df)*sin(α)*dp2…………(4-2).

[0084] From the roll control equations (2), (2-1), and (2-2), the pitch control equations (3), (3-1), and (3-2), and the heading control equations (4), (4-1), and (4-2), it can be seen that the right front propeller 1 only participates in roll and pitch control, but not heading control; the left front propeller 2 only participates in roll and pitch control, but not heading control; the rear upper propeller 3 only participates in pitch and heading control, but not roll control; and the rear lower thrust propeller 4 only participates in pitch and heading control, but not roll control.

[0085] During the attitude control of the aircraft, each propeller only participates in two of the three controls: pitch, roll, and yaw. Therefore, the corresponding drive motor of each propeller has a throttle stroke of 25, which is more than the 16.7 throttle stroke of conventional multi-propeller aircraft. This enhances the ability to control pitch, roll, and yaw, and correspondingly improves wind resistance.

[0086] Figure 3 The diagram consists of the upper and lower figures. The upper figure is a schematic diagram of the structure of the vertically tilted dual-tail rotor multi-propeller aircraft according to the second embodiment of this utility model, and the lower figure is a rear view.

[0087] Figure 3 In the upper diagram (see the lower diagram), the fuselage with small tower 25 and the landing gear form the fuselage body 36. The right front arm 31 is connected to the front right part of the fuselage body 36. The front end of the front right arm 31 is connected to the front right motor mounting base 21. The front right motor 11 is connected to the front right motor mounting base 21. The front right propeller 1 is connected to the front right motor 11. The lift F1 of the front right propeller is vertically upward. The left front arm 32 is connected to the front left part of the fuselage body 36. The front end of the front left arm 32 is connected to the front left motor mounting base 22. The front left motor 12 is connected to the front left motor 12. The front left propeller 2 is connected to the front left motor 12. The lift F2 of the front left propeller is vertically upward.

[0088] The rear of the fuselage body 36 is connected to the rear arm 33. The rear end of the rear arm 33 is connected to the transversely open V-shaped dual motor mounting base 23. The V-shaped opening of the transversely open V-shaped dual motor mounting base 23 faces left. Above the transversely open V-shaped dual motor mounting base 23 is the rear upper motor mounting base 23-1, which is connected to the rear upper motor 13. The rear upper motor 13 is connected to the rear upper propeller 3. Below the transversely open V-shaped dual motor mounting base 23 is the rear lower motor mounting base 23-2, which is connected to the rear lower motor 14. The rear lower motor 14 is connected to the rear lower thrust propeller 4.

[0089] Figure 3 In the image below, the lift F1 of the right front propeller is vertically upward, and the lift F2 of the left front propeller is vertically upward.

[0090] The acute angle between the rotation plane M3 of the upper rear propeller 3 and the horizontal plane SP is α. The lift force F3 of the upper rear propeller is directed upward and to the left. The acute angle between the lift force F3 of the upper rear propeller and the vertical line CZ is α (see the small diagram in the lower left corner of the figure below. To clearly show the direction of each force, the exploded diagram of the lift force F3 of the upper rear propeller is shown in the lower left corner of the figure below, and the exploded diagram of the lift force F4 of the lower rear thrust propeller is shown in the lower right corner of the figure below). The vertical component of the lift force F3 of the upper rear propeller, F3z, is vertically upward, F3z = F3 * cos(α). The horizontal component of the lift force F3 of the upper rear propeller, F3y, is horizontally to the left, F3y = F3 * sin(α).

[0091] The acute angle between the rotation plane M4 of the rear-down thrust propeller 4 and the horizontal plane SP is α. The lift F4 of the rear-down thrust propeller is directed upward and to the right. The acute angle between the lift F4 of the rear-down thrust propeller and the vertical line CZ is α (see the small diagram in the lower right corner of the figure below). The vertical component of the lift F4 of the rear-down thrust propeller, F4z, is vertically upward, F4z = F4 * cos(α). The horizontal component of the lift F4 of the rear-down thrust propeller, F4y, is horizontally to the right, F4y = F4 * sin(α). α is selected between 4° and 45°.

[0092] Four electronic speed controllers (ESCs) are connected to four motors, and a flight controller is connected to the four ESCs. The flight controller manipulates the voltage changes of the ESCs to change the motor speeds, which in turn changes the propeller speeds, thus changing the propeller lift and controlling the aircraft's attitude. This constitutes the tilting twin-tail multi-propeller aircraft of the second embodiment.

[0093] Figure 4 This is a flight principle diagram of the vertically tilting twin-tailed multi-propeller aircraft according to the second embodiment of this utility model.

[0094] Figure 4 In the diagram, the thick line extending to the right front of the aircraft's center of gravity P represents the line connecting the rotation center of the right front propeller 1 to the center of gravity P, with a length of dp. The thick line extending to the left front of the aircraft's center of gravity P represents the line connecting the rotation center of the left front propeller 2 to the center of gravity P, with a length of dp. The angle between these two lines is 120°. The thick line extending backward of the aircraft's center of gravity P represents the line connecting the projection point of the rotation center of the rear upper propeller 3 and the rear lower thrust propeller 4 on the axis of the rear arm 33 to the center of gravity P, with a length of dp2. The angle between any two adjacent lines of these three lines is 120°.

[0095] The acute angle between the line connecting the rotation center of the right front propeller 1 and the center of gravity P and the longitudinal axis X of the aircraft is equal to the acute angle between the line connecting the rotation center of the left front propeller 2 and the center of gravity P and the longitudinal axis X of the aircraft, and this acute angle is 60°.

[0096] The right front propeller 1 and the left front propeller 2 have the same dimensions and the corresponding drive motor parameters are the same. At the same throttle, the right front propeller 1 and the left front propeller 2 have the same lift. Assume that the right front propeller 1 rotates counterclockwise N and the left front propeller 2 rotates clockwise S.

[0097] The rear upper propeller 3 and the rear lower thrust propeller 4 have the same size and the corresponding drive motor parameters are the same. At the same throttle, the lift of the rear upper propeller 3 and the rear lower thrust propeller 4 is the same, and the rotation directions of the rear upper propeller 3 and the rear lower thrust propeller 4 are opposite.

[0098] At the same throttle, the lift of the right front propeller 1 is greater than that of the rear upper propeller 3.

[0099] Compare Figure 2 and Figure 4 In the first and second embodiments, the forces in the vertical direction are the same, while the horizontal component of the upper rear propeller 3 is in the opposite direction, and the horizontal component of the lower rear thrust propeller 4 is in the opposite direction.

[0100] The hovering equation for an aircraft is also (see...) Figure 3 The image below, Figure 2 illustrate):

[0101] F1+F2+F3*cos(α)+F4*cos(α)=Pf……………………(1).

[0102] The equation for the aircraft's ascent is also:

[0103] (F1+df)+(F2+df)+(F3+df)*cos(α)+(F4+df)*cos(α)>Pf.

[0104] …………………………(1-1).

[0105] In the formula, df is the change in lift.

[0106] The equation for the aircraft's descent is also:

[0107] (F1-df)+(F2-df)+(F3-df)*cos(α)+(F4-df)*cos(α)<Pf.

[0108] ………………………(1-2)

[0109] The equation for the roll balance of an aircraft is also:

[0110] F1* dp*sin(60) = F2* dp*sin(60)……………..(2).

[0111] The equation for balancing a spacecraft rolling to the left is also:

[0112] (F1+df)*dp*sin(60)>(F2-df)*dp*sin(60)………………..(2-1).

[0113] The equation for balancing a spacecraft rolling to the right is also:

[0114] (F1-df)*dp*sin(60)<(F2+df)*dp*sin(60)………………..(2-2).

[0115] The equation for aircraft pitch balance is also:

[0116] F1*dp*cos(60)+F2*dp*cos(60)= F3*cos(α)*dp2+ F4*cos(α)*dp2.

[0117] ……………………….(3)

[0118] The equation for the aircraft's pitch-back is also:

[0119] (F1+df)*dp*cos(60)+(F2+df)*dp*cos(60)>.

[0120] (F3-df)*cos(α)*dp2+ (F4-df)*cos(α)*dp2………………(3-1).

[0121] The equation for the aircraft's forward pitch is also:

[0122] (F1-df)*dp*cos(60)+(F2-df)*dp*cos(60)<.

[0123] (F3+df)*cos(α)*dp2+(F4+df)*cos(α)*dp2……………….(3-2).

[0124] The torque that causes the aircraft to turn right is (see...) Figure 3 (See the diagram below), F3y*dp2=F3*sin(α)*dp2.

[0125] The torque that causes the aircraft to turn to the left is F4y*dp2=F4*sin(α)*dp2.

[0126] The aircraft's heading balance equation is also:

[0127] F3*sin(α)*dp2 = F4*sin(α)*dp2………………(4).

[0128] The lift differential of the rear upper propeller 3 and the rear lower thrust propeller 4 controls the heading of the aircraft.

[0129] The equation that causes the aircraft to turn right is:

[0130] (F3+df)*sin(α)*dp2>(F4-df)*sin(α)*dp2…………(4-3).

[0131] The equation that causes the aircraft to turn left is:

[0132] (F3-df)*sin(α)*dp2<(F4+df)*sin(α)*dp2…………(4-4).

[0133] From the roll control equations (2), (2-1), and (2-2), the pitch control equations (3), (3-1), and (3-2), and the yaw control equations (4), (4-3), and (4-4), it can be seen that in the second embodiment, the right front propeller 1 only participates in roll and pitch control, but not yaw control; the left front propeller 2 only participates in roll and pitch control, but not yaw control; the rear upper propeller 3 only participates in pitch and yaw control, but not roll control; and the rear lower thrust propeller 4 only participates in pitch and yaw control, but not roll control.

[0134] In the second embodiment, during the attitude control of the aircraft, each propeller only participates in two of the three controls: pitch, roll, and yaw. Therefore, the corresponding drive motor of each propeller has a throttle stroke of 25, which is more than the 16.7 throttle stroke of conventional multi-propeller aircraft. This enhances the ability to control pitch, roll, and yaw, and correspondingly enhances wind resistance.

[0135] Figure 5 The diagram consists of an upper and a lower image. The upper image is a schematic diagram of the structure of the vertically tilted dual-tail rotor multi-propeller aircraft according to the third embodiment of this utility model, and the lower image is a rear view.

[0136] Figure 5 In the image above (see below), the fuselage with the small turret 25 and the landing gear form the main fuselage 36.

[0137] The top of the small tower 25 above the main fuselage 36, above the center of gravity P of the aircraft, is connected to the central large motor 15. The central large propeller 5 is connected to the central large motor 15, and the lift F5 of the central large propeller is vertically upward.

[0138] The right front of the fuselage body 36 is connected to the right front arm 31. The front end of the right front arm 31 is connected to the right front motor mounting base 21. The right front motor 11 is connected to the right front motor mounting base 21. The right front propeller 1 is connected to the right front motor 11. The lift F1 of the right front propeller is vertically upward. The left front of the fuselage body 36 is connected to the left front arm 32. The front end of the left front arm 32 is connected to the left front motor mounting base 22. The left front motor 12 is connected to the left front motor 12. The left front propeller 2 is connected to the left front motor 12. The lift F2 of the left front propeller is vertically upward.

[0139] The rear of the fuselage body 36 is connected to the rear arm 33. The rear end of the rear arm 33 is connected to the transversely open V-shaped dual motor mounting base 23. The V-shaped opening of the transversely open V-shaped dual motor mounting base 23 faces to the right. Above the transversely open V-shaped dual motor mounting base 23 is the rear upper motor mounting base 23-1, which is connected to the rear upper motor 13. The rear upper motor 13 is connected to the rear upper propeller 3. Below the transversely open V-shaped dual motor mounting base 23 is the rear lower motor mounting base 23-2, which is connected to the rear lower motor 14. The rear lower motor 14 is connected to the rear lower thrust propeller 4.

[0140] Figure 5 In the image below, the lift F1 of the right front propeller is vertically upward, the lift F5 of the middle large propeller is vertically upward, and the lift F2 of the left front propeller is vertically upward.

[0141] The acute angle between the rotation plane M3 of the upper rear propeller 3 and the horizontal plane SP is α. The lift force F3 of the upper rear propeller is directed upward and to the right. The acute angle between the lift force F3 of the upper rear propeller and the vertical line CZ is α (see the small diagram in the lower right corner of the figure below. To clearly show the direction of each force, the exploded diagram of the lift force F3 of the upper rear propeller is shown in the lower right corner of the figure below, and the exploded diagram of the lift force F4 of the lower rear thrust propeller is shown in the lower left corner of the figure below). The vertical component of the lift force F3 of the upper rear propeller, F3z, is vertically upward, F3z = F3 * cos(α). The horizontal component of the lift force F3 of the upper rear propeller, F3y, is horizontally to the right, F3y = F3 * sin(α).

[0142] The acute angle between the rotation plane M4 of the rear-down thrust propeller 4 and the horizontal plane SP is α. The lift F4 of the rear-down thrust propeller is directed upward and to the left. The acute angle between the lift F4 of the rear-down thrust propeller and the vertical line CZ is α (see the small diagram in the lower left corner of the figure below). The vertical component of the lift F4 of the rear-down thrust propeller, F4z, is vertically upward, F4z = F4 * cos(α). The horizontal component of the lift F4 of the rear-down thrust propeller, F4y, is horizontally to the left, F4y = F4 * sin(α). α is selected between 4° and 45°.

[0143] Five electronic speed controllers (ESCs) are connected to five motors, and a flight controller is connected to each of the five ESCs. The flight controller manipulates the voltage changes of the ESCs to change the motor speeds, which in turn changes the propeller speeds, thus altering the propeller lift and controlling the aircraft's attitude. This constitutes the tilting twin-tail multi-propeller aircraft of the third embodiment.

[0144] Figure 6 This is a flight principle diagram of the vertically tilting twin-tailed multi-propeller aircraft according to the third embodiment of this utility model.

[0145] Figure 6 In the diagram, the thick line extending to the right front of the aircraft's center of gravity P represents the line connecting the rotation center of the right front propeller 1 to the center of gravity P, with a length of dp. The thick line extending to the left front of the aircraft's center of gravity P represents the line connecting the rotation center of the left front propeller 2 to the center of gravity P, with a length of dp. The angle between these two lines is 120°. The thick line extending backward of the aircraft's center of gravity P represents the line connecting the projection point of the rotation center of the rear upper propeller 3 and the rear lower thrust propeller 4 on the axis of the rear arm 33 to the center of gravity P, with a length of dp2. The angle between any two adjacent lines of these three lines is 120°.

[0146] The acute angle between the line connecting the rotation center of the right front propeller 1 and the center of gravity P and the longitudinal axis X of the aircraft is equal to the acute angle between the line connecting the rotation center of the left front propeller 2 and the center of gravity P and the longitudinal axis X of the aircraft, and this acute angle is 60°.

[0147] The rotation center of the central propeller 5 overlaps with the center of gravity P of the aircraft, and the central propeller 5 rotates counterclockwise N.

[0148] The right front propeller 1 and the left front propeller 2 have the same dimensions and the corresponding drive motor parameters are the same. At the same throttle, the right front propeller 1 and the left front propeller 2 have the same lift. Let the right front propeller 1 rotate clockwise by S and the left front propeller 2 rotate clockwise by S.

[0149] The rear upper propeller 3 and the rear lower thrust propeller 4 have the same size and the corresponding drive motor parameters are the same. At the same throttle, the lift of the rear upper propeller 3 and the rear lower thrust propeller 4 is the same, and the rotation directions of the rear upper propeller 3 and the rear lower thrust propeller 4 are opposite.

[0150] At the same throttle, the lift of the central large propeller 5 is greater than that of the right front propeller 1, and the lift of the right front propeller 1 is greater than that of the rear upper propeller 3.

[0151] The hovering equation for an aircraft is (see...) Figure 5 The image below, Figure 2 Note: Similar to equation (1):

[0152] F1+F2+F3*cos(α)+F4*cos(α)+F5=Pf……………………(1-3).

[0153] The equation for the aircraft's ascent is:

[0154] (F1+df)+(F2+df)+(F3+df)*cos(α)+(F4+df)*cos(α)+F5>Pf.

[0155] …………………………(1-4).

[0156] In the formula, df is the change in lift.

[0157] The equation for the aircraft's descent is:

[0158] (F1-df)+(F2-df)+(F3-df)*cos(α)+(F4-df)*cos(α)+F5<Pf.

[0159] ………………………(1-5).

[0160] Compare Figure 1 , Figure 2 The first embodiment has lift in the vertical direction. The third embodiment adds lift F5 from the central large propeller. All other parts are the same. Since the lift F5 of the central large propeller is on the center of gravity P, the lift F5 of the central large propeller does not generate pitch moment and roll moment.

[0161] The equation for the roll balance of an aircraft is also:

[0162] F1* dp*sin(60) = F2* dp*sin(60)……………..(2).

[0163] The equation for balancing a spacecraft rolling to the left is also:

[0164] (F1+df)*dp*sin(60)>(F2-df)*dp*sin(60)………………..(2-1).

[0165] The equation for balancing a spacecraft rolling to the right is also:

[0166] (F1-df)*dp*sin(60)<(F2+df)*dp*sin(60)………………..(2-2).

[0167] The equation for aircraft pitch balance is also:

[0168] F1*dp*cos(60)+F2*dp*cos(60)= F3*cos(α)*dp2+ F4*cos(α)*dp2.

[0169] ……………………….(3)

[0170] The equation for the aircraft's pitch-back is also:

[0171] (F1+df)*dp*cos(60)+(F2+df)*dp*cos(60)>.

[0172] (F3-df)*cos(α)*dp2+ (F4-df)*cos(α)*dp2………………(3-1).

[0173] The equation for the aircraft's forward pitch is also:

[0174] (F1-df)*dp*cos(60)+(F2-df)*dp*cos(60)<.

[0175] (F3+df)*cos(α)*dp2+(F4+df)*cos(α)*dp2……………….(3-2).

[0176] The torque that causes the aircraft to turn right is (see...) Figure 5 (See the diagram below), F4y*dp2=F4*sin(α)*dp2.

[0177] The central large propeller 5 rotates counterclockwise (N), and its counter-torque (Sj5) causes the aircraft to rotate clockwise (S), that is, to turn the aircraft to the right.

[0178] The torque that causes the aircraft to turn to the left is F3y*dp2=F3*sin(α)*dp2.

[0179] The right front propeller 1 rotates clockwise (S), and its counter-torque Nj1 causes the aircraft to rotate counterclockwise (N). The left front propeller 2 rotates clockwise (S), and its counter-torque Nj2 causes the aircraft to rotate counterclockwise (N), thus turning the aircraft to the left.

[0180] The aircraft's heading balance equation is:

[0181] F3*sin(α)*dp2+Nj1+Nj2 = F4*sin(α)*dp2+Sj5………………(4-5).

[0182] The lift differential of the rear upper propeller 3 and the rear lower thrust propeller 4 controls the heading of the aircraft.

[0183] The equation that causes the aircraft to turn left is:

[0184] (F3+df)*sin(α)*dp2+Nj1+Nj2>(F4-df)*sin(α)*dp2+Sj5......(4-6).

[0185] The equation that causes the aircraft to turn right is:

[0186] (F3-df)*sin(α)*dp2+Nj1+Nj2<(F4+df)*sin(α)*dp2+Sj5……(4-7).

[0187] From equations (2), (2-1), and (2-2) of the roll control equations, equations (3), (3-1), and (3-2) of the pitch control equations, and equations (4-5), (4-6), and (4-7) of the directional control equations, it can be seen that in the third embodiment, the right front propeller 1 only participates in roll and pitch control, but not directional control; the left front propeller 2 only participates in roll and pitch control, but not directional control; the rear upper propeller 3 only participates in pitch and directional control, but not roll control; and the rear lower thrust propeller 4 only participates in pitch and directional control, but not roll control.

[0188] In the third embodiment, during the attitude control of the aircraft, each propeller only participates in two of the three controls: pitch, roll, and yaw. Therefore, the corresponding drive motor of each propeller has a throttle stroke of 25, which is more than the 16.7 throttle stroke of conventional multi-propeller aircraft. This enhances the ability to control pitch, roll, and yaw, and correspondingly enhances wind resistance.

[0189] Figure 7 The diagram consists of the upper and lower figures. The upper figure is a schematic diagram of the structure of the vertically tilted dual-tail rotor multi-propeller aircraft according to the fourth embodiment of this utility model, and the lower figure is a rear view.

[0190] Figure 7 In the image above (see below), the fuselage with the small turret 25 and the landing gear form the main fuselage 36.

[0191] The top of the small tower 25 above the main fuselage 36, above the center of gravity P of the aircraft, is connected to the central large motor 15. The central large propeller 5 is connected to the central large motor 15, and the lift F5 of the central large propeller is vertically upward.

[0192] The right front of the fuselage body 36 is connected to the right front arm 31. The front end of the right front arm 31 is connected to the right front motor mounting base 21. The right front motor 11 is connected to the right front motor mounting base 21. The right front propeller 1 is connected to the right front motor 11. The lift F1 of the right front propeller is vertically upward. The left front of the fuselage body 36 is connected to the left front arm 32. The front end of the left front arm 32 is connected to the left front motor mounting base 22. The left front motor 12 is connected to the left front motor 12. The left front propeller 2 is connected to the left front motor 12. The lift F2 of the left front propeller is vertically upward.

[0193] The rear of the fuselage body 36 is connected to the rear arm 33. The rear end of the rear arm 33 is connected to the transversely open V-shaped dual motor mounting base 23. The V-shaped opening of the transversely open V-shaped dual motor mounting base 23 faces left. Above the transversely open V-shaped dual motor mounting base 23 with the V-shaped opening facing left is the rear upper motor mounting base 23-1, which is connected to the rear upper motor 13. The rear upper motor 13 is connected to the rear upper propeller 3. Below the transversely open V-shaped dual motor mounting base 23 with the V-shaped opening facing left is the rear lower motor mounting base 23-2, which is connected to the rear lower motor 14. The rear lower motor 14 is connected to the rear lower thrust propeller 4.

[0194] Figure 7 In the image below, the lift F1 of the right front propeller is vertically upward, the lift F5 of the middle large propeller is vertically upward, and the lift F2 of the left front propeller is vertically upward.

[0195] The acute angle between the rotation plane M3 of the upper rear propeller 3 and the horizontal plane SP is α. The lift force F3 of the upper rear propeller is directed upward and to the left. The acute angle between the lift force F3 of the upper rear propeller and the vertical line CZ is α (see the small diagram in the lower left corner of the figure below. To clearly show the direction of each force, the exploded diagram of the lift force F3 of the upper rear propeller is shown in the lower left corner of the figure below, and the exploded diagram of the lift force F4 of the lower rear thrust propeller is shown in the lower right corner of the figure below). The vertical component of the lift force F3 of the upper rear propeller, F3z, is vertically upward, F3z = F3 * cos(α). The horizontal component of the lift force F3 of the upper rear propeller, F3y, is horizontally to the left, F3y = F3 * sin(α).

[0196] The acute angle between the rotation plane M4 of the rear-down thrust propeller 4 and the horizontal plane SP is α. The lift F4 of the rear-down thrust propeller is directed upward and to the right. The acute angle between the lift F4 of the rear-down thrust propeller and the vertical line CZ is α (see the small diagram in the lower right corner of the figure below). The vertical component of the lift F4 of the rear-down thrust propeller, F4z, is vertically upward, F4z = F4 * cos(α). The horizontal component of the lift F4 of the rear-down thrust propeller, F4y, is horizontally to the right, F4y = F4 * sin(α). α is selected between 4° and 45°.

[0197] Five electronic speed controllers (ESCs) are connected to five motors, and a flight controller is connected to each of the five ESCs. The flight controller manipulates the voltage changes of the ESCs to change the motor speeds, which in turn changes the propeller speeds, thus altering the propeller lift and controlling the aircraft's attitude. This constitutes the tilting twin-tail multi-propeller aircraft of the fourth embodiment.

[0198] Figure 8 This is a flight principle diagram of the vertically tilting twin-tailed multi-propeller aircraft according to the fourth embodiment of this utility model.

[0199] Figure 8 In the diagram, the thick line extending to the right front of the aircraft's center of gravity P represents the line connecting the rotation center of the right front propeller 1 to the center of gravity P, with a length of dp. The thick line extending to the left front of the aircraft's center of gravity P represents the line connecting the rotation center of the left front propeller 2 to the center of gravity P, with a length of dp. The angle between these two lines is 120°. The thick line extending backward of the aircraft's center of gravity P represents the line connecting the projection point of the rotation center of the rear upper propeller 3 and the rear lower thrust propeller 4 on the axis of the rear arm 33 to the center of gravity P, with a length of dp2. The angle between any two adjacent lines of these three lines is 120°.

[0200] The acute angle between the line connecting the rotation center of the right front propeller 1 and the center of gravity P and the longitudinal axis X of the aircraft is equal to the acute angle between the line connecting the rotation center of the left front propeller 2 and the center of gravity P and the longitudinal axis X of the aircraft, and this acute angle is 60°.

[0201] The rotation center of the central propeller 5 overlaps with the center of gravity P of the aircraft, and the central propeller 5 rotates clockwise S.

[0202] The right front propeller 1 and the left front propeller 2 have the same dimensions and the corresponding drive motor parameters are the same. At the same throttle, the right front propeller 1 and the left front propeller 2 have the same lift. Assume that the right front propeller 1 rotates counterclockwise N and the left front propeller 2 rotates counterclockwise N.

[0203] The rear upper propeller 3 and the rear lower thrust propeller 4 have the same size and the corresponding drive motor parameters are the same. At the same throttle, the lift of the rear upper propeller 3 and the rear lower thrust propeller 4 is the same, and the rotation directions of the rear upper propeller 3 and the rear lower thrust propeller 4 are opposite.

[0204] At the same throttle, the lift of the central large propeller 5 is greater than that of the right front propeller 1, and the lift of the right front propeller 1 is greater than that of the rear upper propeller 3.

[0205] Comparison with the third embodiment Figure 6 and the fourth embodiment Figure 8 The force in the vertical direction is the same.

[0206] The hovering equation for an aircraft is also (see...) Figure 7 The image below, Figure 6 illustrate):

[0207] F1+F2+F3*cos(α)+F4*cos(α)+F5=Pf……………………(1-3).

[0208] The equation for the aircraft's ascent is also:

[0209] (F1+df)+(F2+df)+(F3+df)*cos(α)+(F4+df)*cos(α)+F5>Pf.

[0210] …………………………(1-4).

[0211] In the formula, df is the change in lift.

[0212] The equation for the aircraft's descent is also:

[0213] (F1-df)+(F2-df)+(F3-df)*cos(α)+(F4-df)*cos(α)+F5<Pf.

[0214] ………………………(1-5).

[0215] The equation for the roll balance of an aircraft is also:

[0216] F1* dp*sin(60) = F2* dp*sin(60)……………..(2).

[0217] The equation for balancing a spacecraft rolling to the left is also:

[0218] (F1+df)*dp*sin(60)>(F2-df)*dp*sin(60)………………..(2-1).

[0219] The equation for balancing a spacecraft rolling to the right is also:

[0220] (F1-df)*dp*sin(60)<(F2+df)*dp*sin(60)………………..(2-2).

[0221] The equation for aircraft pitch balance is also:

[0222] F1*dp*cos(60)+F2*dp*cos(60)= F3*cos(α)*dp2+ F4*cos(α)*dp2.

[0223] ……………………….(3)

[0224] The equation for the aircraft's pitch-back is also:

[0225] (F1+df)*dp*cos(60)+(F2+df)*dp*cos(60)>.

[0226] (F3-df)*cos(α)*dp2+ (F4-df)*cos(α)*dp2………………(3-1).

[0227] The equation for the aircraft's forward pitch is also:

[0228] (F1-df)*dp*cos(60)+(F2-df)*dp*cos(60)<.

[0229] (F3+df)*cos(α)*dp2+(F4+df)*cos(α)*dp2……………….(3-2).

[0230] The torque that causes the aircraft to turn to the left is (see...) Figure 7 (See the diagram below), F4y*dp2=F4*sin(α)*dp2.

[0231] The large propeller 5 in the middle rotates clockwise (S), and its counter-torque (Nj5) causes the aircraft to rotate counterclockwise (N), that is, to turn the aircraft to the left.

[0232] The torque that causes the aircraft to turn to the right is F3y*dp2=F3*sin(α)*dp2.

[0233] The right front propeller 1 rotates counterclockwise to N, and its counter-torque Sj1 causes the aircraft to rotate clockwise to S. The left front propeller 2 rotates counterclockwise to N, and its counter-torque Sj2 causes the aircraft to rotate clockwise to S, that is, it causes the aircraft to turn to the right.

[0234] The aircraft's heading balance equation is:

[0235] F3*sin(α)*dp2+Sj1+Sj2 = F4*sin(α)*dp2+Nj5……………….(4-8).

[0236] The lift differential of the rear upper propeller 3 and the rear lower thrust propeller 4 controls the heading of the aircraft.

[0237] The equation that causes the aircraft to turn right is:

[0238] (F3+df)*sin(α)*dp2+Sj1+Sj2>(F4-df)*sin(α)*dp2+Nj5......(4-9).

[0239] The equation that causes the aircraft to turn left is:

[0240] (F3-df)*sin(α)*dp2+Sj1+Sj2<(F4+df)*sin(α)*dp2+Nj5……(4-10).

[0241] From equations (2), (2-1), and (2-2) of the roll control equations, equations (3), (3-1), and (3-2) of the pitch control equations, and equations (4-8), (4-9), and (4-10) of the directional control equations, it can be seen that in the fourth embodiment, the right front propeller 1 only participates in roll and pitch control, but not directional control; the left front propeller 2 only participates in roll and pitch control, but not directional control; the rear upper propeller 3 only participates in pitch and directional control, but not roll control; and the rear lower thrust propeller 4 only participates in pitch and directional control, but not roll control.

[0242] In the fourth embodiment, during the attitude control of the aircraft, each propeller only participates in two of the three controls: pitch, roll, and yaw. Therefore, the corresponding drive motor of each propeller has a throttle stroke of 25, which is more than the 16.7 throttle stroke of conventional multi-propeller aircraft. This enhances the ability to control pitch, roll, and yaw, and correspondingly enhances wind resistance.

[0243] Figure 9 This is a connection diagram of the transversely open V-shaped dual-motor mounting base for the vertically tilting twin-tail-rotor multi-propeller aircraft of this utility model.

[0244] Figure 9 In the above figure, screw 41 securely connects the rear upper propeller 3 to the rear upper motor 13. Screw 41 connects the rear upper motor 13, which is connected to the rear upper propeller 3, to the upper motor mounting plate 24-11 of the upper motor mounting base of the horizontally open V-shaped dual motor mounting base. Screw 41 connects the upper motor mounting plate 24-11, which is connected to the rear upper propeller 3 and the rear upper motor 13, to the upper V-arm 24-1 of the horizontally open V-shaped dual motor mounting base.

[0245] Screw 41 secures the rear lower thrust propeller 4 to the rear lower motor 14. Screw 41 connects the rear lower motor 14, which is connected to the rear lower thrust propeller 4, to the lower motor mounting plate 24-22 of the lower motor mounting base of the transversely open V-shaped dual motor mounting base. Screw 41 connects the lower motor mounting plate 24-22, which is connected to the rear lower thrust propeller 4 and the rear lower motor 14, to the lower V-arm 24-2 of the transversely open V-shaped dual motor mounting base.

[0246] The upper motor mounting plate 24-11 of the upper motor mounting base of the horizontally open V-shaped dual motor mounting base and the upper V-arm 24-1 of the horizontally open V-shaped dual motor mounting base constitute the upper motor mounting base 23-1 of the horizontally open V-shaped dual motor mounting base. The lower motor mounting plate 24-22 of the lower motor mounting base of the horizontally open V-shaped dual motor mounting base and the lower V-arm 24-2 of the horizontally open V-shaped dual motor mounting base constitute the lower motor mounting base 23-2 of the horizontally open V-shaped dual motor mounting base.

[0247] The upper motor mounting base 23-1 of the horizontally open V-shaped dual motor mounting base, the lower motor mounting base 23-2 of the horizontally open V-shaped dual motor mounting base, and the reinforcing plate 24 of the horizontally open V-shaped dual motor mounting base constitute the horizontally open V-shaped dual motor mounting base 23.

[0248] Screw 41 and nut 43 securely connect the transversely open V-shaped dual motor mounting bracket 23 to the rear end of the rear arm 33. (See figure) Figure 1 .

[0249] Figure 9 In the figure below, the angle between the upper V-arm axis SZ and the lower V-arm axis XZ of the horizontally open V-shaped dual motor mounting base 23 is θ.

[0250] The relationship between θ and the acute angle between the rotation plane M3 of the upper rear propeller and the horizontal plane SP, and the acute angle α between the rotation plane M4 of the lower rear thrust propeller and the horizontal plane SP is:

[0251] θ=180°-2α……………………(5).

[0252] Figure 10 The diagram shows the connection of the main components of the fuselage body 36 of the vertically tilting twin-tailed multi-propeller aircraft of this utility model. The fuselage body 36 is composed of carbon fiber plates, angle aluminum 48, rivets 42, etc.

[0253] Figure 10 In the middle, screw 41 connects the central large propeller 5 to the central large motor 15, screw 41 connects the central large motor 15 to the small tower top plate 45 with motor mounting holes, and rivet 42 connects the small tower top plate 45 with motor mounting holes, which connects the central large propeller 5 and the central large motor 15, to the angle aluminum 48 at the top of the small tower 25, thus forming the top of the small tower 25.

[0254] Long screws 43 and nuts 44 connect the rear tube seat 53 to the upper rear end of the left and right tube seat upper mounting plates 49 and the lower rear end of the rear tube seat upper mounting plate 49-1.

[0255] Long screw 43 and nut 44 connect the right front tube seat 51 to the lower right front of the upper mounting plate 49 of the left and right tube seats and the upper right front of the lower mounting plate 50 of the left and right tube seats.

[0256] Long screw 43 and nut 44 connect the left front tube seat 52 to the lower left front of the upper mounting plate 49 of the left and right tube seats and the upper left front of the lower mounting plate 50 of the left and right tube seats.

[0257] See Figure 1 The right front arm 31 is fastened to the right front tube seat 51 by screws 41 and positioned by rivets 42 to prevent the right front arm 31 from sliding relative to the right front tube seat 51.

[0258] The connection method between the left front arm 32 and the left front tube seat 52 is the same as the connection method between the right front arm 31 and the right front tube seat 51.

[0259] The connection method between the rear arm 33 and the rear tube seat 53 is the same as the connection method between the right front arm 31 and the right front tube seat 51.

[0260] from Figure 6 , Figure 8 As can be seen from the description, the lift F5 of the central large propeller does not participate in controlling the pitch, roll and yaw of the aircraft. Therefore, the sensitivity requirement for the speed change of the central large propeller 5 is not high. The diameter of the central large propeller 5 can be larger to increase the payload of the aircraft. The central large motor 15 that drives the central large propeller 5 can be driven by a fuel engine to form a hybrid electric vehicle and extend the endurance of the aircraft.

[0261] When the diameter of the central large propeller 5 is relatively large, during the forward flight of the aircraft, the advancing blades of the central large propeller 5 accelerate while the retreating blades decelerate, resulting in increased lift from the advancing blades and decreased lift from the retreating blades. This generates a large alternating torque in the central large propeller 5, which causes significant vibration and affects the blade life. To eliminate this alternating torque, a flapping propeller is used instead of the central large propeller 5. (See [reference]). Figure 11 illustrate.

[0262] Figure 11 This is a schematic diagram of the propeller flapping assembly connection of the vertically tilting dual-tail rotor multi-propeller aircraft of this utility model.

[0263] Figure 11In the diagram above, screws 41 and nuts 44 securely connect the central large-scale propeller 5-1 to the seesaw-type propeller clamp 55 with hinged lugs. The hinge shaft 58 passes through the right hinge hole 57, the right positioning retaining ring 59, the two hinge holes 57 of the seesaw-type propeller clamp 55 with hinged lugs, the left positioning retaining ring 59, and the left hinge hole 57 of the seesaw-type U-shaped seat 56, and is fixed by two nuts 44. Two hairpins are inserted into the positioning holes of the hinge shaft 58 to prevent the two nuts 44 from loosening, thus hinged the seesaw-type propeller clamp 55 with hinged lugs, which connects to the central large-scale propeller 5-1, into the seesaw-type U-shaped seat 56.

[0264] Screw 41 connects the seesaw-type U-shaped seat 56 to the central large motor 15, which is connected to the top of the small tower 25.

[0265] Figure 11 In the diagram below, the large motor 15 connected to the small tower 25 rotates, driving the seesaw-type U-shaped seat 56 to rotate. The large central waving propeller 5-1 rotates accordingly. Assuming the large central waving propeller 5-1 rotates counterclockwise N, when the aircraft flies forward, the right blade accelerates forward, increasing lift, while the left blade decelerates backward, decreasing lift. The right blade of the large central waving propeller 5-1 wavers upward, and the left blade wavers downward.

[0266] This eliminates the alternating torque.

[0267] The central large motor 15 driving the central large propeller 5 can be driven by a fuel engine. To reduce the impact of fuel engine vibration on flight control, a shock absorber is required when connecting the fuel engine. See [link / details]. Figure 12 .

[0268] Figure 12 This is a schematic diagram of the fuel engine connection shock absorber for the vertically tilting twin-tailed multi-propeller aircraft of this utility model.

[0269] Figure 12 In the above figure, the central large propeller 5 is connected to the output shaft 15-2 of the central large fuel engine 15-1. The central large fuel engine mounting base plate 15-3 has four mounting holes. The long screw 43 passes through one of the mounting holes of the central large fuel engine mounting base plate 15-3, the middle mounting hole of the bell-shaped shock absorber 61, one of the mounting holes of the small tower top plate 45-1 with the fuel engine mounting hole, and the middle mounting hole of the other inverted bell-shaped shock absorber 61. The connecting nut 44 fastens the above components together.

[0270] The other three mounting holes of the central large fuel engine mounting base plate 15-3 are all connected to the bell-shaped shock absorber 61 in the same way.

[0271] Two screws 43 pass through the two mounting holes next to the bell-shaped shock absorber 61, the mounting hole of the small tower plate 45-1 with the fuel engine mounting hole, and the two mounting holes next to the other inverted bell-shaped shock absorber 61. Connecting nuts 44 are used to fix the two bell-shaped shock absorbers 61 to the upper and lower sides of the small tower plate 45-1 with the fuel engine mounting hole.

[0272] Figure 12 In the diagram below, four bell-shaped shock absorbers 61 are on top of the small tower top plate 45-1 with fuel engine mounting holes, and four bell-shaped shock absorbers 61 are below the small tower top plate 45-1 with fuel engine mounting holes, connecting the central large fuel engine 15-1 to the small tower top plate 45-1 with fuel engine mounting holes.

[0273] Figure 13 This is a schematic diagram of the fuel engine connection tower of the vertically tilting twin-tail-rotor multi-propeller aircraft of this utility model.

[0274] Figure 13 In the upper part, rivets 42 connect the small tower top plate 45-1 with fuel engine mounting holes, which is connected to the central large fuel engine 15-1 via eight bell-shaped shock absorbers 61, to the angle aluminum 48 at the top of the small tower 25.

[0275] Figure 13 The completed diagram shows the central large propeller 5 and the central large fuel engine 15-1 connected to the top of the small tower 25, forming a hybrid electric aircraft with a vertically tilting twin-tail rotor and multiple propellers (see [reference]). Figure 5 , Figure 7 The central large fuel engine 15-1 replaced the central large electric motor 5), extending the aircraft's endurance.

[0276] Figure 14 This is a schematic diagram of the fuel engine connected to the waving propellers of the vertically tilting twin-tailed multi-propeller aircraft of this utility model.

[0277] and Figure 11 The central large waving propeller 5-1 shown is connected to the central large motor 15, just as the central large waving propeller 5-1 is connected to the central large fuel engine 15-1.

[0278] Figure 14 In the middle, screw 41 connects the seesaw-type U-shaped seat 56, which is hinged to the central large waving propeller 5-1, to the output shaft 15-2 of the central large fuel engine.

[0279] Figure 11 The seesaw-type U-shaped seat 56 shown is directly connected to the central large motor 15. When the central large motor 15 stops rotating, the seesaw-type U-shaped seat 56 also stops rotating, the central large waving propeller 5-1 stops rotating, and the central large waving propeller 5-1 does not generate lift.

[0280] Figure 14 The seesaw-type U-shaped seat 56 shown is directly connected to the output shaft 15-2 of the central large fuel engine. When the central large fuel engine 15-1 stops rotating, the seesaw-type U-shaped seat 56 also stops rotating, the central large waving propeller 5-1 stops rotating, and the central large waving propeller 5-1 does not generate lift.

[0281] To stop the central large electric motor 15 from rotating, or to stop the central large internal combustion engine 15-1 from rotating, while the central large waving propeller 5-1 continues to rotate due to inertia, the seesaw-type U-shaped seat 56 connects the output shaft of the central large electric motor 15 or the output shaft of the central large internal combustion engine 15-2 via a one-way bearing (also known as an overrunning clutch). See [link to relevant documentation]. Figure 15 .

[0282] Figure 15 This is a schematic diagram of the flapping propeller assembly of the vertically tilting twin-tailed multi-propeller aircraft of this utility model, which is connected to a one-way bearing.

[0283] Figure 15 In the above figure, the upper bushing 62 passes through the planar pressure bearing 64, the one-way bearing 66, the one-way bearing seat hole 67 of the seesaw-type U-shaped seat 56-1 with the one-way bearing seat hole, another planar pressure bearing 64, the lower bushing 63, and the connecting main shaft 65 (the main shaft 65 is the output shaft of the central large motor or the output shaft of the central large fuel engine).

[0284] The outer ring of the one-way bearing 66 is tightly connected to the one-way bearing housing hole 67 of the seesaw-type U-shaped seat 56-1 with the one-way bearing housing hole, so that the one-way bearing 66 and the seesaw-type U-shaped seat 56-1 with the one-way bearing housing hole do not slide relative to each other.

[0285] Screw 41 passes through the mounting hole 46 of the lower bushing 63, the mounting hole 46 of the upper bushing 62, and the mounting hole 46 of the main shaft 6, fastening the lower bushing 63, the upper bushing 62, and the main shaft 65 together. The lower bushing 63 and the upper bushing 62 rotate synchronously with the main shaft 65.

[0286] Figure 15In the diagram below, a large swing propeller 5-1 is hinged to a seesaw-type U-shaped seat 56-1 with a one-way bearing seat hole (the one-way bearing 66 is not visible inside the one-way bearing seat hole 67 of the seesaw-type U-shaped seat 56-1 with a one-way bearing seat hole, see the diagram above). When the upper bushing 62 rotates counterclockwise N, the one-way bearing 66 grips the upper bushing 62, and the one-way bearing 66 rotates together with the upper bushing 62. The seesaw-type U-shaped seat 56-1 with a one-way bearing seat hole rotates accordingly. When the upper bushing 62 rotates clockwise S, the one-way bearing 66 releases the upper bushing 62, and the one-way bearing 66 does not rotate with the upper bushing 62. The seesaw-type U-shaped seat 56-1 with a one-way bearing seat hole does not rotate with the upper bushing 62.

[0287] When the main shaft 65 (which is the output shaft of the central large motor or the output shaft of the central large fuel engine) rotates counterclockwise to N, the lower shaft sleeve 63 and the upper shaft sleeve 62 rotate counterclockwise as well. The one-way bearing 66 grips the upper shaft sleeve 62, and the one-way bearing 66 rotates together with the upper shaft sleeve 62. The seesaw-type U-shaped seat 56-1 with the one-way bearing seat hole rotates as well, and the central large waving propeller 5-1 rotates counterclockwise to N, generating lift.

[0288] When the motor or the fuel engine fails and stops rotating, the main shaft 65 stops rotating, and the upper bushing 62 stops rotating. Since the one-way bearing 66 rotates counterclockwise (N), it is equivalent to the upper bushing 62 rotating clockwise. The one-way bearing 66 releases the upper bushing 62 and continues to rotate counterclockwise (N) under the action of inertia. The seesaw-type U-shaped seat 56-1 with the one-way bearing seat hole continues to rotate counterclockwise (N), and the large central flapping propeller 5-1 continues to rotate counterclockwise (N), still generating lift, causing the aircraft to enter a self-rotating state for forced landing, thus improving the safety of the aircraft.

[0289] Figure 16 One waving propeller assembly and another waving propeller assembly were shown.

[0290] Figure 16 In the diagram above, screws 41 and nuts 44 securely connect the central large waving propeller 5-1 to the flat seesaw-type propeller clamp 68. The hinge shaft 58 passes through the hinge hole 57 of the flat seesaw-type propeller clamp 68 and the hinge hole 57 of the main shaft 65 (the main shaft 65 is the output shaft of the central large motor or the output shaft of the central large fuel engine), and is fixed by two nuts 44. Two hairpins are inserted into the positioning holes of the hinge shaft 58 to prevent the two nuts 44 from loosening. The flat seesaw-type propeller clamp 68, which connects the central large waving propeller 5-1, is hinged to the main shaft 65, and the central large waving propeller 5-1 can waving up and down around the hinge shaft 58.

Claims

1. A vertically tilting twin-tail multi-propeller aircraft, wherein the fuselage with a small tower on top and the landing gear form the main body of the fuselage, the right front arm is connected to the right front part of the main body of the fuselage, and the right front motor mounting base, the right front motor and the right front propeller are sequentially connected to the front end of the right front arm; The left front of the fuselage is connected to the left front arm. The left front motor mount, left front motor, and left front propeller are sequentially connected to the front end of the left front arm. The rear of the fuselage is connected to the rear arm. The rear end of the rear arm is connected to a transversely open V-shaped dual motor mount. The upper rear propeller is connected to the upper motor mount of the transversely open V-shaped dual motor mount, and the lower rear thrust propeller is connected to the lower motor mount of the transversely open V-shaped dual motor mount. Four electronic speed controllers (ESCs) are provided, each connected to one of the four motors. The flight controller is connected to the four ESCs, forming a tilting twin-tail multi-propeller aircraft, characterized by: The lift of the right and left front propellers is vertically upward. The acute angle between the plane of rotation of the rear upper propeller and the horizontal plane is α, and the lift of the rear upper propeller is upward and to the right. This lift can be decomposed into a horizontal component to the right and a vertical component upward. The acute angle between the plane of rotation of the rear lower thrust propeller and the horizontal plane is α, and the lift of the rear lower thrust propeller is upward and to the left. This lift can be decomposed into a horizontal component to the left and a vertical component upward. Alternatively, the acute angle between the plane of rotation of the rear upper propeller and the horizontal plane is α, and the lift of the rear upper propeller is... The force is directed upwards and to the left. This lift is decomposed into a horizontal component to the left and a vertical component upwards. The acute angle between the plane of rotation of the rear downward thrust propeller and the horizontal plane is α. The lift of the rear downward thrust propeller is directed upwards and to the right. This lift is decomposed into a horizontal component to the right and a vertical component upwards. α is selected between 4° and 45°. At the same throttle, the lift of the right front propeller is the same as that of the left front propeller, and the lift of the rear upper propeller is the same as that of the rear downward thrust propeller. The lift of the right front propeller is greater than that of the rear upper propeller. The vertical lift from the right front propeller, the left front propeller, the upper rear propeller, and the lower rear thrust propeller work together to control the vertical ascent and descent of the aircraft. The differential lift from the right and left front propellers controls the roll of the aircraft. The differential lift from the right front propeller, the left front propeller, the upper rear propeller, and the lower rear thrust propeller controls the pitch of the aircraft. The differential horizontal force from the upper rear propeller and the lower rear thrust propeller controls the yaw. In the three controls of pitch, roll, and yaw, the propellers involved in controlling the aircraft's attitude only participate in two of them. This increases the available throttle stroke of the corresponding propeller drive motors, increases the ability to control pitch, roll, and yaw, and enhances the aircraft's wind resistance.

2. The vertically tilting twin-tail multi-propeller aircraft according to claim 1, characterized in that: The central large propeller and the central large motor are sequentially connected to the top of the small tower. The central large propeller does not control the pitch, roll, and yaw of the aircraft. At the same throttle, the lift of the central large propeller is greater than that of the right front propeller, increasing the payload of the aircraft. The central large propeller can be connected to the propeller using a flapping assembly to form a flapping propeller, or it can be connected to the propeller using a one-way bearing and a flapping assembly. The central large propeller is driven by an electric motor or a fuel engine.

Images