Five-rotor aircraft with incongruent rotor inclination angles

Abstract

An undercarriage, a middle large rotor and a middle large motor are connected to the lower portion of a fuselage body and sequentially connected to the top of a middle small tower, and the right front portion, the left front portion, the left rear portion and the right rear portion of the fuselage body are correspondingly connected with a right front fuselage arm, a left front fuselage arm, a left rear fuselage arm, a right rear fuselage arm and a power assembly. The connecting line of the rotating centers of the rotors of the four power assemblies is square or rectangular, the rotating directions of the rotors of the power assemblies at the same opposite angles are the same, the rotating directions of the rotors of the power assemblies at different opposite angles are opposite, and the rotating faces of the two rotors opposite to the middle large rotor in rotating direction incline around the axes of the respective arms. The included angle between the rotating surfaces of the two rotors and the horizontal plane is an acute angle beta, the rotating surfaces of the two rotors with the same rotating direction as the middle large rotor incline around respective arm axes, the included angle between the rotating surfaces of the two rotors and the horizontal plane is an acute angle theta, beta is larger than theta, the reaction torque and the horizontal component torque of the rotors jointly drive the aircraft to steer, and the aircraft has the advantages of being long in endurance time, large in load and high in wind resistance. And a universal flight platform is formed.

Description

Technical Field

[0001] This utility model relates to a multi-rotor aircraft, and more particularly to a five-rotor aircraft in which the rotor tilt angles are not equal, and the rotor tilt angles are driven by the component force of the rotor tilted on the horizontal plane to rotate the aircraft and the counter-torque of the rotor. Background Technology

[0002] Currently known multi-rotor aircraft control their heading by using the differential torque of one half of the rotor with the other half. Since the torque is relatively small, the relative turning ability decreases when encountering strong crosswinds. Therefore, the overall wind resistance of existing multi-rotor aircraft is poor. Summary of the Invention

[0003] To address the problem of poor wind resistance in existing multi-rotor aircraft, this invention provides a five-rotor aircraft with unequal rotor tilt angles. Based on the use of anti-torque differential control for heading, the horizontal component of the rotor lift is increased to assist steering, thereby enhancing steering ability and improving overall wind resistance.

[0004] The technical solution adopted by this utility model to solve its technical problem is as follows: the landing gear is connected to the bottom of the fuselage body; a central turret is connected to the top of the fuselage body; a central large motor is connected to the top of the central turret; a central large rotor is connected to the central large motor; the rotation shaft of the central large motor is vertically upward; the lift of the central large rotor is vertically upward; the right front of the fuselage body is connected to the right front arm; the front end of the right front arm is connected to the right front power assembly (the power assembly consists of a rotor connected together, a motor driving the rotor, an ESC for the motor, power lines, control lines, and a mounting base); the rotor of the right front power assembly rotates counterclockwise; the left front of the fuselage body is connected to the left front arm; the front end of the left front arm is connected to the left front power assembly; the rotor of the left front power assembly rotates clockwise; the right rear of the fuselage body is connected to the right rear arm; the right... The rear arm connects to the right rear powertrain, whose rotor rotates clockwise. The left rear fuselage connects to the left rear arm, which in turn connects to the left rear powertrain, whose rotor rotates counterclockwise. The line connecting the rotation centers of the four rotors of these four powertrains forms a square or rectangle. The center of gravity of the aircraft, the rotation center of the central large rotor, and the center of this square or rectangle overlap (overlap means that the projections of the center of gravity of the aircraft, the rotation center of the central large rotor, and the center of this square or rectangle overlap on the horizontal plane, the same below). The axes of the right front arm and the left rear arm overlap with the diagonal of this square or rectangle pointing to the right front. The axes of the left front arm and the right rear arm overlap with the diagonal of this square or rectangle pointing to the left front.

[0005] Assume that the rotation direction of the large rotor in the middle is counterclockwise.

[0006] When the right front powertrain is connected, the right front powertrain tilts to the right rear around the axis of the right front arm, causing the rotor surface of the right front powertrain to tilt to the right rear, with an acute angle θ with the horizontal plane. The lift of the rotor of the right front powertrain tilts to the right rear, with an acute angle θ with the vertical line. The lift of the rotor of the right front powertrain generates a horizontal component force perpendicular to the axis of the right front arm in the horizontal plane. This horizontal component force is directed to the right rear, and the horizontal torque of the distance from this horizontal component force to the center of gravity of the aircraft causes the aircraft to rotate clockwise.

[0007] When the left rear power assembly is connected, the left rear power assembly tilts forward and to the left around the axis of the left rear arm, causing the rotor of the left rear power assembly to tilt forward and to the left, with an acute angle θ between it and the horizontal plane. The lift of the rotor of the left rear power assembly tilts forward and to the left, with an acute angle θ between it and the vertical line. The lift of the rotor of the left rear power assembly generates a horizontal component force perpendicular to the axis of the left rear arm in the horizontal plane. This horizontal component force is directed forward and to the left, and the horizontal component torque of the distance from this horizontal component force to the center of gravity of the aircraft causes the aircraft to rotate clockwise.

[0008] When the left front powertrain is connected, the left front powertrain tilts to the left rearward around the axis of the left front arm, causing the rotor surface of the left front powertrain to tilt to the left rearward. The acute angle between this tilt and the horizontal plane is β. The lift of the rotor of the left front powertrain tilts to the left rearward, and the acute angle between this tilt and the vertical line is β. The lift of the rotor of the left front powertrain generates a horizontal component force perpendicular to the axis of the left front arm in the horizontal plane. This horizontal component force is directed to the left rearward. The horizontal component torque of this horizontal component force at the distance from the center of gravity of the aircraft causes the aircraft to rotate counterclockwise.

[0009] When the right rear powertrain is connected, the right rear powertrain tilts forward and to the right around the axis of the right rear arm, causing the rotor of the right rear powertrain to tilt forward and to the right, with an acute angle β between it and the horizontal plane. The lift of the rotor of the right rear powertrain is tilted forward and to the right, with an acute angle β between it and the vertical line. The lift of the rotor of the right rear powertrain generates a horizontal component force perpendicular to the axis of the right rear arm in the horizontal plane. This horizontal component force is directed forward and to the right, and the horizontal torque of the distance from this horizontal component force to the center of gravity of the aircraft causes the aircraft to rotate counterclockwise.

[0010] The large ESC is connected to the central large motor. The large ESC, the central large motor, and the central large rotor constitute the central large power assembly. At the same throttle, the lift of the central large rotor is greater than the sum of the lift of the right front power assembly, the left front power assembly, the right rear power assembly, and the left rear power assembly. The central large rotor provides most of the lift of the aircraft.

[0011] The counter-torque of the counter-clockwise rotating rotors of the right front powertrain and the left rear powertrain together causes the aircraft to rotate clockwise, and the horizontal component torque of the lift force of the rotors of the right front powertrain and the left rear powertrain together causes the aircraft to rotate clockwise.

[0012] The counter-torque of the counter-clockwise rotating central rotor causes the aircraft to rotate clockwise.

[0013] The counter-torque of the clockwise rotating rotors of the left front power assembly and the right rear power assembly together causes the aircraft to rotate counterclockwise, and the horizontal component torque of the lift force of the rotors of the left front power assembly and the right rear power assembly together causes the aircraft to rotate counterclockwise.

[0014] The parameters of the right front powertrain, left front powertrain, right rear powertrain, and left rear powertrain are the same.

[0015] At the same throttle, the lift of the right front powertrain, left front powertrain, right rear powertrain, and left rear powertrain are the same, and the counter-torque is the same. The counter-torques cancel each other out, and these four counter-torques do not affect the stability of the aircraft's heading.

[0016] At the same throttle, by selecting appropriate θ and β values, the sum of the counter-torque of the central large rotor, the counter-torque of the counter-clockwise rotating rotors of the right front powertrain and the left rear powertrain, and the horizontal component of the lift torque of the rotors of the right front powertrain and the left rear powertrain (causing the aircraft to rotate clockwise) equals the sum of the counter-torque of the clockwise rotating rotors of the left front powertrain and the right rear powertrain, and the horizontal component of the lift torque of the rotors of the left front powertrain and the right rear powertrain (causing the aircraft to rotate counter-clockwise). The aircraft's heading remains stable, with β value greater than θ value, β less than 45°, and θ greater than 0.3°.

[0017] The rotor surfaces of two powertrains on the same diagonal have the same tilt angle, while the rotor surfaces of two powertrains on different diagonals have different tilt angles. The counter-torque of the powertrain rotor causes the aircraft to rotate in the same direction as the component torque of the tilted rotor in the horizontal plane. When the rotation direction of the powertrain rotor is opposite to that of the central large rotor, the acute angle between the tilted rotor's rotation surface and the horizontal plane is β. When the rotation direction of the powertrain rotor is the same as that of the central large rotor, the acute angle between the tilted rotor's rotation surface and the horizontal plane is θ.

[0018] The flight controller connects to five electronic speed controllers (ESCs). The flight controller controls the output voltage of the ESCs to change the speed of the motors, which in turn changes the lift of the rotors, thus altering the flight attitude of the aircraft. This constitutes a five-rotor aircraft with a large central rotor that rotates counterclockwise and unequal rotor tilt angles.

[0019] A five-rotor aircraft with unequal rotor tilt angles uses differential control of the anti-torque of the rotors of the right front powertrain and the left rear powertrain, the horizontal component of the lift torque of the rotors of the right front powertrain and the left rear powertrain, and the horizontal component of the lift torque of the rotors of the left front powertrain and the right rear powertrain. During the heading control process, the horizontal component of the lift torque of the rotors is added to assist in steering on the basis of the anti-torque differential heading control.

[0020] The lift of the rotors of the right front powertrain and left front powertrain is differentially controlled with the lift of the rotors of the right rear powertrain and left rear powertrain to control pitch.

[0021] The lift of the rotors of the right front powertrain and right rear powertrain is differentially controlled with the lift of the rotors of the left front powertrain and left rear powertrain to control roll.

[0022] The vertical component of the lift from the rotors of the four power units, together with the lift from the central large rotor, controls the takeoff and landing of the aircraft. Only the lift from the rotors of the four power units participates in controlling the pitch, roll, and yaw of the aircraft.

[0023] During the pitch, roll, and yaw maneuvers of a five-rotor aircraft with unequal rotor tilt angles, the lift of the central large rotor remains constant.

[0024] Since the central rotor does not participate in the pitch, roll, and yaw control of the aircraft, the lift response requirements of the central rotor are not high. The diameter of the central rotor can be selected to generate greater lift. The motor driving the central rotor can be replaced by a fuel engine with a slower throttle response.

[0025] The technical solution of this utility model is to set the rotation surfaces of the four power unit rotors to be tilted in a regular manner, and determine the tilt direction of the rotors according to this rule: the counter-torque of the rotor rotation makes the direction of the aircraft rotation the same as the horizontal component torque when the rotor is tilted, which increases the horizontal component torque to assist in driving the heading and improves the wind resistance.

[0026] Five-rotor aircraft with unequal rotor tilt angles are well-suited for use with internal combustion engines because the lift response requirements of the central rotor are not high. The four rotors that make up the power system are driven by electric motors, while the central rotor is driven by an internal combustion engine, thus improving the aircraft's endurance.

[0027] The lift of the central rotor is set vertically upward, or the lift of the central rotor is set slightly forward with a forward tilt angle of <10° to reduce the drag of the fuselage during forward flight.

[0028] Connecting folding components to the arms can reduce the space occupied by five-rotor aircraft with unequal rotor tilt angles during storage.

[0029] The five-rotor aircraft with unequal rotor tilt angles has a large central rotor that provides most of the lift connected to a small central tower on the fuselage. This allows most of the aircraft's mass to be close to its center of gravity, reducing the aircraft's moment of inertia and improving its handling and steering sensitivity. It also has the advantages of a robust structure and strong wind resistance, making it suitable for all-weather flight. This new architecture has become a general-purpose vertical takeoff and landing flight platform, which can be used in fields such as passenger and cargo transportation, agricultural operations, forestry operations, surveying, and exploration. Attached Figure Description

[0030] The present invention will be further described below with reference to the accompanying drawings and embodiments.

[0031] Figure 1 This is a schematic diagram of the structure of a five-rotor aircraft with unequal rotor tilt angles according to the first embodiment of this utility model.

[0032] Figure 2 This is a schematic diagram of the flight principle of a five-rotor aircraft with unequal rotor tilt angles, according to the first embodiment of this utility model.

[0033] Figure 3 This is a schematic diagram of the structure of a five-rotor aircraft with unequal rotor tilt angles according to the second embodiment of this utility model.

[0034] Figure 4 This is a schematic diagram of the flight principle of a five-rotor aircraft with unequal rotor tilt angles, according to the second embodiment of this utility model.

[0035] Figure 5 This is a schematic diagram of the structure of a five-rotor aircraft with unequal rotor tilt angles according to the third embodiment of this utility model.

[0036] Figure 6 This is a schematic diagram of the flight principle of a five-rotor aircraft with unequal rotor tilt angles, according to the third embodiment of this utility model.

[0037] Figure 7 This is a schematic diagram of the structure of a five-rotor aircraft with unequal rotor tilt angles, according to the fourth embodiment of this utility model.

[0038] Figure 8 This is a schematic diagram of the flight principle of a five-rotor aircraft with unequal rotor tilt angles, according to the fourth embodiment of this utility model.

[0039] Figure 9 This is an exploded view of the main components of a five-rotor aircraft with unequal rotor tilt angles, according to the first embodiment of this utility model.

[0040] Figure 10 This is an exploded view of the "T"-shaped open lower cabin connection of a five-rotor aircraft with unequal rotor tilt angles according to this utility model.

[0041] In the diagram: 1. Right front powertrain, 2. Left rear powertrain, 3. Left front powertrain, 4. Right rear powertrain, 5. Central large rotor, 8. Main fuselage, 9. Landing gear, 15. Central large motor, 21. Right front arm, 22. Left rear arm, 23. Left front arm, 24. Right rear arm, 25. Central turret, 31. Right front arm mounting bracket, 32. Left rear arm mounting bracket, 33. Left front arm mounting bracket, 34. Right rear arm mounting bracket, 71. Screw, 72. Rivet, 73. Angle bracket, 74. Mounting hole, 75. Pipe hole, 76. Turret top plate, 77. Turret left and right plates, 78. Turret front and rear plates, 79. Door, 80. Main fuselage box-type upper deck, 81. 82. Upper panel of the main fuselage upper deck; 83. Left and right panels of the "T"-shaped open lower deck; 84. Front and rear panels of the "T"-shaped open lower deck; 85. Floor of the "T"-shaped open lower deck; 86. Fairing of the floor of the "T"-shaped open lower deck; 87. Side panels of the main fuselage upper deck; 88. "T"-shaped open lower deck; 100. Horizontal plane (horizontal line); 101. Rotation surface of the rotor of the right front powertrain; 102. Rotation surface of the rotor of the left rear powertrain; 103. Rotation surface of the rotor of the left front powertrain; 104. Rotation surface of the rotor of the right rear powertrain; 200. Vertical line (vertical plane); F1. Lift of the rotor of the right front powertrain; F2. Lift of the rotor of the left rear powertrain; F3. Lift of the rotor in the left front powertrain, F4. Lift of the rotor in the right rear powertrain, F5. Lift of the central large rotor, F1x. Horizontal component of the lift of the right front rotor, F2x. Horizontal component of the lift of the left rear rotor, F3x. Horizontal component of the lift of the rotor in the left front powertrain, F4x. Horizontal component of the lift of the rotor in the right rear powertrain, F1y. Vertical component of the lift of the right front rotor, F2y. Vertical component of the lift of the left rear rotor, F3y. Vertical component of the lift of the rotor in the left front powertrain, F4y. Vertical component of the lift of the rotor in the right rear powertrain, ΔF. Change in rotor lift, dp. Distance from the center of rotation of the powertrain rotor to the center of gravity of the aircraft, dx. dy is the distance from the center of rotation of the powertrain rotor to the transverse axis passing through the aircraft's center of gravity. X is the distance from the center of rotation of the powertrain rotor to the longitudinal axis passing through the aircraft's center of gravity. Y is the transverse axis passing through the aircraft's center of gravity. T is the direction of the aircraft's nose. P is the aircraft's center of gravity. FP is the weight of the aircraft. N is the rotor's counter-clockwise rotation. S is the rotor's clockwise rotation. β is the larger acute angle between the plane of rotation of the powertrain rotor and the horizontal plane.The smaller acute angle between the rotor's plane of rotation and the horizontal plane represents the rotor's tip rotation virtual ellipse and direction of rotation at a smaller tilt angle, while the narrower ellipse represents the rotor's tip rotation virtual ellipse and direction of rotation at a larger tilt angle. The small dot "." to the left of "F" represents vertical upward lift.

[0042] Glossary: ​​A "multi-rotor aircraft" is actually an aircraft that uses multiple fixed-pitch propellers to provide lift, and should be called a "multi-propeller aircraft". However, it is customary to call a "multi-rotor aircraft" instead of a "propeller aircraft". To maintain consistency in terminology, this description will not use the term "propeller" but will use the term "rotor" throughout. Implementation

[0043] Figure 1 The diagram consists of an upper, middle, and lower image. The upper image is an axonometric view of the structure of a five-rotor aircraft with unequal rotor tilt angles according to the first embodiment of this utility model. The middle image is a view taken along the axis of the left rear arm towards the center of gravity of the aircraft. The lower image is a view taken along the axis of the right rear arm towards the center of gravity of the aircraft.

[0044] Figure 1 In the above diagram, the landing gear 9 is connected to the bottom of the fuselage body 8, the central turret 25 is connected to the top center of the fuselage body 8, the central motor 15 is connected to the top of the central turret 25, the central rotor 5 is connected to the central motor 15, the rotation axis of the central motor 15 is vertically upward, the lift F5 of the central rotor 5 is vertically upward, and the central rotor 5 rotates counterclockwise N (see...). Figure 2 ).

[0045] The right front of the fuselage body 8 is connected to the right front arm 21. The front end of the right front arm 21 is connected to the right front power assembly 1. The rotor of the right front power assembly 1 rotates counterclockwise (N). The left front of the fuselage body 8 is connected to the left front arm 23. The front end of the left front arm 23 is connected to the left front power assembly 3. The rotor of the left front power assembly 3 rotates clockwise (S). The right rear of the fuselage body 8 is connected to the right rear arm 24. The rear end of the right rear arm 24 is connected to the right rear power assembly 4. The rotor of the right rear power assembly 4 rotates clockwise (S). The left rear of the fuselage body 8 is connected to the left rear arm 22. The rear end of the left rear arm 22 is connected to the left rear power assembly 2. The rotor of the left rear power assembly 2 rotates counterclockwise (N). (See also...) Figure 2 The lines connecting the rotation centers of the four rotors of these four power assemblies form a square or rectangle. The center of gravity P of the central large rotor 5 and the aircraft overlaps with the center of the square or rectangle. The axes of the right front arm 21 and the left rear arm 22 overlap with the right-forward diagonal 221 of the square or rectangle (see...). Figure 2 The axis of the left front arm 23 and the axis of the right rear arm 24 overlap with the left front diagonal 243 of a square or rectangle (see...). Figure 2).

[0046] Figure 1 In the middle diagram, when the right front power assembly 1 is connected, the right front power assembly 1 tilts to the right rearward around the axis of the right front arm 21, causing the rotor's rotation surface 101 of the right front power assembly 1 to tilt to the right rearward, with the acute angle θ between it and the horizontal plane 100 (see the small diagram in the lower left corner of the middle diagram, see...). Figure 2 The lift F1 of the rotor of the right front power assembly 1 tilts to the right rearward, and the acute angle between it and the vertical line 200 is θ. The lift F1 of the rotor of the right front power assembly 1 generates a horizontal component force F1x perpendicular to the axis of the right front arm 21 on the horizontal plane 100. F1x is directed to the right rearward, and F1x = F1 * sin (θ). The lift F1 of the rotor of the right front power assembly 1 generates a vertically upward component force F1y on the vertical line 200, and F1y = F1 * cos (θ).

[0047] When the left rear power assembly 2 is connected, the left rear power assembly 2 tilts forward and to the left around the axis of the left rear arm 22, causing the rotor plane 102 of the left rear power assembly 2 to tilt forward and to the left, with an acute angle θ between it and the horizontal plane 100 (see the small diagram in the lower right corner of the middle figure). Figure 2 The lift F2 of the rotor of the left rear power assembly 2 tilts to the left and forward, and the acute angle between it and the vertical line 200 is θ. The lift F2 of the rotor of the left rear power assembly 2 generates a horizontal component force F2x perpendicular to the axis of the left rear arm 22 on the horizontal plane 100. F2x is to the left and forward, and F2x = F2 * sin (θ). The lift F2 of the rotor of the left rear power assembly 2 generates a vertically upward component force F2y on the vertical line 200, and F2y = F2 * cos (θ).

[0048] Figure 1 In the diagram below, when the left front power assembly 3 is connected, the left front power assembly 3 tilts to the left rearward around the axis of the left front arm 23, causing the rotor plane 103 of the left front power assembly 3 to tilt to the left rearward, with the acute angle β between it and the horizontal plane 100 (see the small diagram in the lower right corner of the diagram below). Figure 2 The lift F3 of the rotor of the left front power assembly 3 tilts to the left rearward, and the acute angle between it and the vertical line 200 is β. The lift F3 of the rotor of the left front power assembly 3 generates a horizontal component force F3x perpendicular to the axis of the left front arm 23 on the horizontal plane 100. F3x is to the left rearward, and F3x = F3 * sin (β). The lift F3 of the rotor of the left front power assembly 3 generates a vertically upward component force F3y on the vertical line 200, and F3y = F3 * cos (β).

[0049] When the right rear power assembly 4 is connected, the right rear power assembly 4 tilts forward and to the right around the axis of the right rear arm 24, causing the rotor plane 104 of the right rear power assembly 4 to tilt forward and to the right, with an acute angle β between it and the horizontal plane 100 (see the small diagram in the lower left corner of the figure below). Figure 2 The lift F4 of the rotor of the right rear power assembly 4 is tilted to the right and forward, and the acute angle between it and the vertical line 200 is β. The lift F4 of the rotor of the right rear power assembly 4 generates a horizontal component force F4x perpendicular to the axis of the right rear arm 24 on the horizontal plane 100. F4x is directed to the right and forward, and F4x = F4 * sin(β). The lift F4 of the rotor of the right rear power assembly 4 generates a vertically upward component force F4y on the vertical line 200, and F4y = F4 * cos(β).

[0050] Set β<45°, β>θ, θ>0.5°.

[0051] A large ESC is connected to the central large motor 15. The large ESC, the central large motor 15, and the central large rotor 5 constitute the central large power assembly. The flight controller is connected to the five ESCs. The flight controller controls the output voltage of the ESCs to change the speed of the motors, which in turn changes the lift of the rotors, thereby changing the flight attitude of the aircraft. This constitutes the first embodiment of a five-rotor aircraft with unequal rotor tilt angles when the central large rotor 5 rotates counterclockwise to N.

[0052] Figure 2 (See also) Figure 1 (See the middle and lower diagrams). The line connecting the rotation centers of the rotors of the four power assemblies is a square or rectangle. The center of gravity P of the aircraft overlaps with the center of the square or rectangle. The rotation centers of the rotors of the right front power assembly 1, left rear power assembly 2, left front power assembly 3, and right rear power assembly 4 are all equidistant from the center of gravity P of the aircraft, and are all equal to dp.

[0053] The rotation centers of the rotors of the right front power assembly 1, left rear power assembly 2, left front power assembly 3, and right rear power assembly 4 are all equidistant from the transverse axis X passing through the center of gravity P of the aircraft, and are all equal to dx.

[0054] The rotation centers of the rotors of the right front power assembly 1, left rear power assembly 2, left front power assembly 3, and right rear power assembly 4 are all equidistant from the longitudinal axis Y passing through the aircraft's center of gravity P, and are all equal to dy.

[0055] The counter-torque Sj1 of the rotor of the right front powertrain 1, which rotates counterclockwise (N), causes the aircraft to rotate clockwise (S).

[0056] The horizontal component torque F1x*dp causes the aircraft to rotate clockwise by S, the vertical component torque F1y*dx causes the aircraft to pitch backward, and the vertical component torque F1y*dy causes the aircraft to roll to the left.

[0057] The counter-torque Sj2 of the counter-clockwise rotation N of the rotor of the left rear powertrain 2 causes the aircraft to rotate clockwise S. The horizontal component torque F2x*dp causes the aircraft to rotate clockwise S. The vertical component torque F2y*dx causes the aircraft to pitch forward. The vertical component torque F2y*dy causes the aircraft to roll to the right.

[0058] The counter-torque Nj3 of the rotor of the left front powertrain 3, which rotates clockwise S, causes the aircraft to rotate counterclockwise N. The horizontal component torque F3x*dp causes the aircraft to rotate counterclockwise N. The vertical component torque F3y*dx causes the aircraft to pitch backward. The vertical component torque F3y*dy causes the aircraft to roll to the right.

[0059] The counter-torque Nj4 of the rotor of the right rear powertrain 4, which rotates clockwise S, causes the aircraft to rotate counterclockwise N. The horizontal component torque F4x*dp causes the aircraft to rotate counterclockwise N. The vertical component torque F4y*dx causes the aircraft to pitch forward. The vertical component torque F4y*dy causes the aircraft to roll to the left.

[0060] The rotation center of the central large rotor 5 overlaps with the center of gravity P of the aircraft. The lift F5 of the central large rotor does not generate pitching or rolling moments. The counter-torque Sj5 of the central large rotor 5, which rotates counterclockwise N, causes the aircraft to rotate clockwise S.

[0061] The parameters of the right front powertrain 1, left front powertrain 3, right rear powertrain 4 and left rear powertrain 2 are the same. At the same throttle, the lift generated by the four powertrains is the same, F1=F2, F2=F3, F3=F4; the counter-torque is the same, Sj1=Sj2, Nj3=Nj4, Sj1=Nj3 (the quantities are the same but the directions are opposite, and the counter-torque loss caused by rotor tilt is neglected, the same below), and the counter-torque cancels each other out.

[0062] The weight of the aircraft is FP, and the equation for the aircraft's lift-off balance is:

[0063] F1*cos(θ)+F2 *cos(θ)+F3* cos(β)+F4 *cos(β)+F5=FP.............(1).

[0064] When the flight controller increases the throttle, the lift of each power unit increases as follows:

[0065] F1*cos(θ)+F2 *cos(θ)+F3* cos(β)+F4 *cos(β)+F5>FP.............(1-1).

[0066] The aircraft ascends.

[0067] When the flight controller reduces the throttle, the lift of each powertrain component increases as follows:

[0068] F1*cos(θ)+F2 *cos(θ)+F3* cos(β)+F4 *cos(β)+F5<FP…………(1-2).

[0069] The aircraft descends.

[0070] Equations (1-1), (1-2), and (1) are the set of equations for the aircraft's ascent, descent, and levitation balance.

[0071] The total moment that causes the aircraft to pitch backward is:

[0072] F1y*dx+F3y*dx= F1*cos(θ)*dx+F3* cos(β)*dx.

[0073] The total moment that causes the aircraft to pitch forward is:

[0074] F2y*dx+F4y*dx= F2*cos(θ)*dx+F4* cos(β)*dx.

[0075] The pitch balance equation for an aircraft is:

[0076] F1 *cos(θ)*dx+F3* cos(β)*dx= F2 *cos(θ)*dx+F4 *cos(β)*dx.

[0077] Dividing both sides of the above equation by dx, we get:

[0078] F1 *cos (θ) +F3* cos (β) = F2 *cos (θ) + F4 *cos (β)…………(2).

[0079] When the aircraft is in the air, the flight controller manipulates the lift differential of the right front power assembly 1, left front power assembly 3, right rear power assembly 4, and left rear power assembly 2 to control pitch; when the flight controller manipulates the lift of the right front power assembly 1 and left front power assembly 3 to increase by ΔF, and the lift of the right rear power assembly 4 and left rear power assembly 2 to decrease by ΔF, equation (2) becomes:

[0080] (F1+△F)*cos(θ) + (F3+△F)* cos(β)>

[0081] (F2-△F)*cos(θ)+(F4-△F) *cos(β)……………………(2-1).

[0082] When the aircraft pitches backward, equation (2-1) is the backward pitch equation.

[0083] When the flight controller reduces the lift of the right front power assembly 1 and the left front power assembly 3 by ΔF, and increases the lift of the right rear power assembly 4 and the left rear power assembly 2 by ΔF, equation (2) becomes:

[0084] (F1-△F)*cos(θ) + (F3-△F)* cos(β)<

[0085] (F2+△F)*cos(θ)+(F4+△F) *cos(β)……………………(2-2).

[0086] When the aircraft pitches forward, equation (2-2) is the forward pitch equation.

[0087] Equations (2-1), (2-2), and (2) are the equations for the aircraft's pitch, forward, and backward balance.

[0088] The total moment that causes the aircraft to roll to the left is:

[0089] F1y*dy+F4y*dy= F1 *cos(θ)*dy+F4 *cos(β)*dy.

[0090] The total moment that causes the aircraft to roll to the right is:

[0091] F3y*dy + F2y*dy = F3 cos(β)*dy + F2 *cos(θ)*dy.

[0092] The roll balance equation for an aircraft is:

[0093] F1 *cos(θ)*dy+F4 *cos(β)*dy = F3 *cos(β)*dy+ F2 cos(θ)*dy.

[0094] Dividing both sides of the above equation by dy, we get:

[0095] F1 *cos (θ) + F4 *cos (β) = F3* cos (β) + F2 *cos (θ)………….(3).

[0096] When the aircraft is in the air, the flight controller manipulates the lift differential of the right front power assembly 1, right rear power assembly 4, left front power assembly 3, and left rear power assembly 2 to control the roll; the flight controller manipulates the lift of the right front power assembly 1 and right rear power assembly 4 to increase by ΔF, and the lift of the left front power assembly 3 and left rear power assembly 2 to decrease by ΔF, and equation (3) becomes:

[0097] (F1+△F)*cos(θ) + (F4+△F) *cos(β)>

[0098] (F3-△F)*cos(β)+(F2-△F)*cos(θ)……………………(3-1).

[0099] The aircraft rolls to the left, and equation (3-1) is the equation for the left roll.

[0100] When the flight controller reduces the lift of the right front power assembly 1 and the right rear power assembly 4 by ΔF, and increases the lift of the left front power assembly 3 and the left rear power assembly 2 by ΔF, equation (3) becomes:

[0101] (F1-△F)*cos(θ) + (F4-△F) *cos(β)<

[0102] (F3+△F)*cos(β)+(F2+△F)*cos(θ)……………………(3-2).

[0103] The aircraft rolls to the right, and equation (3-2) is the equation for the right roll.

[0104] Equations (3-1), (3-2), and (3) are the set of equations for the aircraft's left roll, right roll, and roll balance.

[0105] The total torque that causes the aircraft to turn left (turn the aircraft counterclockwise N) is:

[0106] Nj3+F3x*dp+Nj4+F4x*dp.

[0107] =(Nj3+ Nj4)+ F3*sin(β)*dp+ F4*sin(β)*dp.

[0108] =(Nj3+Nj4)+(F3+F4)*sin(β)*dp.

[0109] The total torque that causes the aircraft to turn right (turn the aircraft clockwise by S) is:

[0110] Sj1+ F1x*dp +Sj2+ F2x*dp +Sj5.

[0111] =Sj1+ F1*sin(θ)*dp +Sj2+ F2*sin(θ)*dp +Sj5.

[0112] = (Sj1+Sj2 +Sj5) + (F1 + F2)*sin(θ)*dp.

[0113] Choose appropriate β and θ values ​​to achieve the following at the same throttle position:

[0114] (Nj3+Nj4)+(F3+F4)*sin(β)*dp

[0115] = (Sj1+Sj2 +Sj5) + (F1 + F2)*sin(θ)*dp………………….(4).

[0116] At this time, the aircraft maintained a stable heading.

[0117] When the aircraft is in the air, the flight controller manipulates the lift differential of the right front power assembly 1, left rear power assembly 2, left front power assembly 3, and right rear power assembly 4 to control the heading; when the flight controller manipulates the lift of the right front power assembly 1 and left rear power assembly 2 to increase by ΔF and the counter torque to increase by Δj, and the lift of the left front power assembly 3 and right rear power assembly 4 to decrease by ΔF and the counter torque to decrease by Δj, equation (4) becomes:

[0118] ((Nj3-△j )+(Nj4-△j))+((F3-△F)+(F4-△F))*sin(β)*dp<

[0119] ((Sj1+△j )+(Sj2+△j)+Sj5)+((F1+△F)+(F2+△F))*sin(θ)*dp

[0120] ………………………………(4-1)

[0121] The aircraft turns clockwise in an S-shape, which means it turns right.

[0122] When the flight controller reduces the lift of the right front powertrain 1 and the left rear powertrain 2 by ΔF and decreases the counter-torque by Δj, and increases the lift of the left front powertrain 3 and the right rear powertrain 4 by ΔF and increase the counter-torque by Δj, equation (4) becomes:

[0123] ((Nj3+△j )+(Nj4+△j))+((F3+△F)+(F4+△F))*sin(β)*dp>

[0124] ((Sj1-△j)+(Sj2-△j)+Sj5)+((F1-△F)+(F2-△F))*sin(θ)*dp

[0125] ………………………………(4-2)

[0126] The aircraft turns counterclockwise to the left (N).

[0127] Equations (4-1), (4-2), and (4) are the set of equations for the stability of the aircraft when turning right, turning left, and heading.

[0128] Equations (1), (2), (3), and (4) are the hovering equations for the aircraft.

[0129] When the aircraft is in the air, the flight controller controls the lift of each power unit to be in state (1), (2), (3), and (4), and the aircraft hovers in the air.

[0130] As can be seen from the above explanation, a five-rotor aircraft with unequal rotor tilt angles only needs the lift differential of the four powertrain rotors to control the pitch, roll, and yaw of the aircraft, without the participation of the lift F5 of the central large rotor 5. During the pitch, roll, and yaw of the five-rotor aircraft with unequal rotor tilt angles, the lift F5 of the central large rotor 5 remains constant. At the same throttle: F5 > F1 + F2 + F3 + F4, the central large rotor 5 provides most of the lift.

[0131] As can be seen from equations (4-1) and (4-2), in the process of controlling the heading, in addition to the differential driving of the aircraft's steering by the anti-torque differential of the rotor, there is also differential control of the heading by the horizontal component torque, thus enhancing the heading driving capability.

[0132] Figure 3 The diagram consists of an upper, middle, and lower image. The upper image is an axonometric view of the structure of a five-rotor aircraft with unequal rotor tilt angles according to the second embodiment of this utility model. The middle image is a view taken along the axis of the left rear arm towards the center of gravity of the aircraft. The lower image is a view taken along the axis of the right rear arm towards the center of gravity of the aircraft.

[0133] Figure 3 In the above diagram, the landing gear 9 is connected to the bottom of the fuselage body 8, the central turret 25 is connected to the top center of the fuselage body 8, the central motor 15 is connected to the top of the central turret 25, the central rotor 5 is connected to the central motor 15, the rotation axis of the central motor 15 is vertically upward, the lift F5 of the central rotor 5 is vertically upward, and the central rotor 5 rotates counterclockwise N (see...). Figure 4 ).

[0134] The right front of the fuselage body 8 is connected to the right front arm 21. The front end of the right front arm 21 is connected to the right front power assembly 1. The rotor of the right front power assembly 1 rotates clockwise (S). The left front of the fuselage body 8 is connected to the left front arm 23. The front end of the left front arm 23 is connected to the left front power assembly 3. The rotor of the left front power assembly 3 rotates counterclockwise (N). The right rear of the fuselage body 8 is connected to the right rear arm 24. The rear end of the right rear arm 24 is connected to the right rear power assembly 4. The rotor of the right rear power assembly 4 rotates counterclockwise (N). The left rear of the fuselage body 8 is connected to the left rear arm 22. The rear end of the left rear arm 22 is connected to the left rear power assembly 2. The rotor of the left rear power assembly 2 rotates clockwise (S). (See also...) Figure 4 The lines connecting the rotation centers of the four rotors of these four power assemblies form a square or rectangle. The center of gravity P of the central large rotor 5 and the aircraft overlaps with the center of the square or rectangle. The axes of the right front arm 21 and the left rear arm 22 overlap with the right-forward diagonal 221 of the square or rectangle (see...). Figure 4 The axis of the left front arm 23 and the axis of the right rear arm 24 overlap with the left front diagonal 243 of a square or rectangle (see...). Figure 4 ).

[0135] Figure 3 In the middle diagram, when the right front power assembly 1 is connected, the right front power assembly 1 tilts to the left and forward around the axis of the right front arm 21, causing the rotor plane 101 of the right front power assembly 1 to tilt to the left and forward, with the acute angle β between it and the horizontal plane 100 (see the small diagram in the lower right corner of the middle diagram, see...). Figure 4 The lift F1 of the rotor of the right front power assembly 1 tilts to the left and forward, and the acute angle between it and the vertical line 200 is β. The lift F1 of the rotor of the right front power assembly 1 generates a horizontal component force F1x perpendicular to the axis of the right front arm 21 on the horizontal plane 100. F1x is to the left and forward, F1x=F1*sin(β). The lift F1 of the rotor of the right front power assembly 1 generates a vertically upward component force F1y on the vertical line 200, F1y=F1*cos(β).

[0136] When the left rear power assembly 2 is connected, the left rear power assembly 2 tilts to the right rearward around the axis of the left rear arm 22, causing the rotation plane 102 of the rotor of the left rear power assembly 2 to tilt to the right rearward, with the acute angle β between it and the horizontal plane 100 (see the small diagram in the lower left corner of the middle figure). Figure 4 The lift F2 of the rotor of the left rear power assembly 2 tilts to the right rear, and the acute angle between it and the vertical line 200 is β. The lift F2 of the rotor of the left rear power assembly 2 generates a horizontal component force F2x perpendicular to the axis of the left rear arm 22 on the horizontal plane 100. F2x is directed to the right rear, and F2x = F2 * sin(β). The lift F2 of the rotor of the left rear power assembly 2 generates a vertically upward component force F2y on the vertical line 200, and F2y = F2 * cos(β).

[0137] Figure 3 In the diagram below, when the left front power assembly 3 is connected, the left front power assembly 3 tilts to the right front around the axis of the left front arm 23, causing the rotor plane 103 of the left front power assembly 3 to tilt to the right front, with the acute angle θ between it and the horizontal plane 100 (see the small diagram in the lower left corner of the diagram below). Figure 4 The lift F3 of the rotor of the left front power assembly 3 tilts to the right front, and the acute angle between it and the vertical line 200 is θ. The lift F3 of the rotor of the left front power assembly 3 generates a horizontal component force F3x perpendicular to the axis of the left front arm 23 on the horizontal plane 100. F3x is directed to the right front, and F3x = F3 * sin (θ). The lift F3 of the rotor of the left front power assembly 3 generates a vertically upward component force F3y on the vertical line 200, and F3y = F3 * cos (θ).

[0138] When the right rear power assembly 4 is connected, the right rear power assembly 4 tilts to the left rearward around the axis of the right rear arm 24, causing the rotor plane 104 of the right rear power assembly 4 to tilt to the left rearward, with an acute angle θ between it and the horizontal plane 100 (see the small diagram in the lower right corner of the figure below). Figure 4 The lift F4 of the rotor of the right rear power assembly 4 tilts to the left rearward, and the acute angle between it and the vertical line 200 is θ. The lift F4 of the rotor of the right rear power assembly 4 generates a horizontal component force F4x perpendicular to the axis of the right rear arm 24 on the horizontal plane 100. F4x is to the left rearward, and F4x = F4 * sin (θ). The lift F4 of the rotor of the right rear power assembly 4 generates a vertically upward component force F4y on the vertical line 200, and F4y = F4 * cos (θ).

[0139] A large ESC is connected to the central large motor 15. The large ESC, the central large motor 15, and the central large rotor 5 constitute the central large power assembly. The flight controller is connected to the five ESCs. The flight controller controls the output voltage of the ESCs to change the speed of the motors, which in turn changes the lift of the rotors, thereby changing the flight attitude of the aircraft. This constitutes the second embodiment of a five-rotor aircraft with unequal rotor tilt angles when the central large rotor 5 rotates counterclockwise to N.

[0140] Figure 4 (See also) Figure 3 (See the middle and lower diagrams). The line connecting the rotation centers of the rotors of the four power assemblies is a square or rectangle. The center of gravity P of the aircraft overlaps with the center of the square or rectangle. The rotation centers of the rotors of the right front power assembly 1, left rear power assembly 2, left front power assembly 3, and right rear power assembly 4 are all equidistant from the center of gravity P of the aircraft, and are all equal to dp.

[0141] The rotation centers of the rotors of the right front power assembly 1, left rear power assembly 2, left front power assembly 3, and right rear power assembly 4 are all equidistant from the transverse axis X passing through the center of gravity P of the aircraft, and are all equal to dx.

[0142] The rotation centers of the rotors of the right front power assembly 1, left rear power assembly 2, left front power assembly 3, and right rear power assembly 4 are all equidistant from the longitudinal axis Y passing through the aircraft's center of gravity P, and are all equal to dy.

[0143] The counter-torque Nj1 of the rotor of the right front powertrain 1, rotating clockwise (S), causes the aircraft to rotate counter-clockwise (N).

[0144] The horizontal component torque F1x*dp causes the aircraft to rotate counterclockwise N, the vertical component torque F1y*dx causes the aircraft to pitch backward, and the vertical component torque F1y*dy causes the aircraft to roll to the left.

[0145] The counter-torque Nj2 of the rotor of the left rear powertrain 2, which rotates clockwise S, causes the aircraft to rotate counterclockwise N. The horizontal component torque F2x*dp causes the aircraft to rotate counterclockwise N. The vertical component torque F2y*dx causes the aircraft to pitch forward. The vertical component torque F2y*dy causes the aircraft to roll to the right.

[0146] The counter-torque Sj3 of the rotor of the left front powertrain 3, which rotates counterclockwise N, causes the aircraft to rotate clockwise S. The horizontal component torque F3x*dp causes the aircraft to rotate clockwise S. The vertical component torque F3y*dx causes the aircraft to pitch backward. The vertical component torque F3y*dy causes the aircraft to roll to the right.

[0147] The counter-torque Sj4 of the counter-clockwise rotation N of the right rear powertrain 4 causes the aircraft to rotate clockwise S. The horizontal component torque F4x*dp causes the aircraft to rotate clockwise S. The vertical component torque F4y*dx causes the aircraft to pitch forward. The vertical component torque F4y*dy causes the aircraft to roll to the left.

[0148] The rotation center of the central large rotor 5 overlaps with the center of gravity P of the aircraft. The lift F5 of the central large rotor does not generate pitching or rolling moments. The counter-torque Sj5 of the central large rotor 5, which rotates counterclockwise N, causes the aircraft to rotate clockwise S.

[0149] The parameters of the right front powertrain 1, left front powertrain 3, right rear powertrain 4 and left rear powertrain 2 are the same. Under the same throttle, the four powertrains produce the same lift: F1=F2, F2=F3, F3=F4; the counter torque is the same: Nj1=Nj2, Sj3=Sj4, Nj1=Sj3, and the counter torque cancels each other out.

[0150] The weight of the aircraft is FP, and the equation for the aircraft's lift-off balance is:

[0151] F1*cos (β) + F2 *cos (β) + F3* cos (θ) + F4 *cos (θ) + F5 = FP............. (1a).

[0152] When the flight controller increases the throttle, the lift of each power unit increases as follows:

[0153] F1*cos (β) + F2 *cos (β) + F3* cos (θ) + F4 *cos (θ) + F5> FP............. (1a-1).

[0154] The aircraft ascends.

[0155] When the flight controller reduces the throttle, the lift of each powertrain component increases as follows:

[0156] F1*cos(β)+F2*cos(β)+F3* cos(θ)+F4 *cos(θ)+F5<FP…………(1a-2).

[0157] The aircraft descends.

[0158] Equations (1a-1), (1a-2), and (1a) are the set of equations for the aircraft's ascent, descent, and levitation balance.

[0159] The total moment that causes the aircraft to pitch backward is:

[0160] F1y*dx+F3y*dx= F1*cos(β)*dx+F3* cos(θ)*dx.

[0161] The total moment that causes the aircraft to pitch forward is:

[0162] F2y*dx+F4y*dx= F2*cos(β)*dx+F4* cos(θ)*dx.

[0163] The pitch balance equation for an aircraft is:

[0164] F1 *cos(β)*dx+F3* cos(θ)*dx= F2 *cos(β)*dx+F4 *cos(θ)*dx.

[0165] Dividing both sides of the above equation by dx, we get:

[0166] F1 *cos (β) + F3* cos (θ) = F2 *cos (β) + F4 *cos (θ)……… (2a).

[0167] When the aircraft is in the air, the flight controller manipulates the lift differential of the right front power assembly 1, left front power assembly 3, right rear power assembly 4, and left rear power assembly 2 to control pitch; when the flight controller manipulates the lift of the right front power assembly 1 and left front power assembly 3 to increase by ΔF, and the lift of the right rear power assembly 4 and left rear power assembly 2 to decrease by ΔF, equation (2a) becomes:

[0168] (F1+△F)*cos (β) + (F3+△F )* cos (θ)>

[0169] (F2-△F)*cos(β)+(F4-△F) *cos(θ)……………………(2a-1).

[0170] The aircraft pitches backward, and equation (2a-1) is the pitching equation.

[0171] When the flight controller reduces the lift of the right front power assembly 1 and the left front power assembly 3 by ΔF, and increases the lift of the right rear power assembly 4 and the left rear power assembly 2 by ΔF, equation (2a) becomes:

[0172] (F1-△F)*cos(β) + (F3-△F)* cos(θ)<

[0173] (F2+△F)*cos(β)+(F4+△F) *cos(θ)……………………(2a-2).

[0174] When the aircraft pitches forward, equation (2a-2) is the forward pitch equation.

[0175] Equations (2a-1), (2a-2), and (2a) are the equations for the aircraft's pitch, forward, and backward balance.

[0176] The total moment that causes the aircraft to roll to the left is:

[0177] F1y*dy+F4y*dy= F1 *cos(β)*dy+F4 *cos(θ)*dy.

[0178] The total moment that causes the aircraft to roll to the right is:

[0179] F3y*dy + F2y*dy = F3 cos(θ)*dy + F2 *cos(β)*dy.

[0180] The roll balance equation for an aircraft is:

[0181] F1 *cos(β)*dy+F4 *cos(θ)*dy = F3 *cos(θ)*dy+ F2 cos(β)*dy.

[0182] Dividing both sides of the above equation by dy, we get:

[0183] F1 *cos (β) + F4 *cos (θ) = F3* cos (θ) + F2 *cos (β)………….(3a).

[0184] When the aircraft is in the air, the flight controller manipulates the lift differential of the right front power assembly 1, right rear power assembly 4, left front power assembly 3, and left rear power assembly 2 to control the roll; the flight controller increases the lift of the right front power assembly 1 and right rear power assembly 4 by ΔF, and decreases the lift of the left front power assembly 3 and left rear power assembly 2 by ΔF, and equation (3a) becomes:

[0185] (F1+△F)*cos (β) + (F4+△F) *cos (θ)>

[0186] (F3-△F)*cos(θ)+(F2-△F)*cos(β)……………………(3a-1).

[0187] The aircraft rolls to the left, and equation (3a-1) is the equation for the left roll.

[0188] When the flight controller reduces the lift of the right front power assembly 1 and the right rear power assembly 4 by ΔF, and increases the lift of the left front power assembly 3 and the left rear power assembly 2 by ΔF, equation (3a) becomes:

[0189] (F1-△F)*cos (β) + (F4-△F) *cos (θ)<

[0190] (F3+△F)*cos(θ)+(F2+△F)*cos(β)……………………(3a-2).

[0191] The aircraft rolls to the right, and equation (3a-2) is the equation for the right roll.

[0192] Equations (3a-1), (3a-2), and (3a) are the equations for the aircraft's left roll, right roll, and roll balance.

[0193] The total torque that causes the aircraft to turn left (turn the aircraft counterclockwise N) is:

[0194] Nj1+F1x*dp+Nj2+F2x*dp.

[0195] =(Nj1+ Nj2)+ F1*sin(β)*dp+ F2*sin(β)*dp.

[0196] =(Nj1+Nj2)+(F1+F2)*sin(β)*dp.

[0197] The total torque that causes the aircraft to turn right (turn the aircraft clockwise by S) is:

[0198] Sj3+ F3x*dp +Sj4+ F4x*dp +Sj5.

[0199] =Sj3+ F3*sin(θ)*dp +Sj4+ F4*sin(θ)*dp +Sj5.

[0200] = (Sj3+Sj4 +Sj5) + (F3 + F4)*sin(θ)*dp.

[0201] Choose appropriate β and θ values ​​to achieve the following at the same throttle position:

[0202] (Nj1+ Nj2)+(F1+F2)*sin(β)*dp

[0203] = (Sj3+Sj4 +Sj5) + (F3 + F4)*sin(θ)*dp………………… (4a).

[0204] At this time, the aircraft maintained a stable heading.

[0205] When the aircraft is in the air, the flight controller manipulates the lift differential of the right front power assembly 1, left rear power assembly 2, left front power assembly 3, and right rear power assembly 4 to control the heading; when the flight controller manipulates the lift of the right front power assembly 1 and left rear power assembly 2 to increase by ΔF and the counter-torque to increase by Δj, and the lift of the left front power assembly 3 and right rear power assembly 4 to decrease by ΔF and the counter-torque to decrease by Δj, equation (4a) becomes:

[0206] ((Nj1+△j )+(Nj2+△j))+((F1+△F)+(F2+△F))*sin(β)*dp>

[0207] ((Sj3-△j)+(Sj4-△j)+Sj5)+((F3-△F)+(F4-△F))*sin(θ)*dp

[0208] …………………………(4a-1)

[0209] The aircraft turns counterclockwise to the left (N).

[0210] When the flight controller reduces the lift of the right front powertrain 1 and the left rear powertrain 2 by ΔF and decreases the counter-torque by Δj, and increases the lift of the left front powertrain 3 and the right rear powertrain 4 by ΔF and increase the counter-torque by Δj, equation (4a) becomes:

[0211] ((Nj1-△j )+(Nj2-△j))+((F1-△F)+(F2-△F))*sin(β)*dp<

[0212] ((Sj3+△j )+(Sj4+△j)+Sj5)+((F3+△F)+(F4+△F))*sin(θ)*dp

[0213] …………………………(4a-2)

[0214] The aircraft turns clockwise in an S-shape, which means it turns to the left.

[0215] Equations (4a-1), (4a-2), and (4a) are the set of equations for the stability of the aircraft when turning right, turning left, and heading.

[0216] Equations (1a), (2a), (3a), and (4a) are the hovering equations for aircraft.

[0217] When the aircraft is in the air, the flight controller controls the lift of each power unit to be in state (1a), (2a), (3a), and (4a), and the aircraft hovers in the air.

[0218] As can be seen from the above explanation, a five-rotor aircraft with unequal rotor tilt angles only needs the lift differential of the four powertrain rotors to control the pitch, roll, and yaw of the aircraft, without the participation of the lift F5 of the central large rotor 5. During the pitch, roll, and yaw of the five-rotor aircraft with unequal rotor tilt angles, the lift F5 of the central large rotor 5 remains constant. At the same throttle: F5 > F1 + F2 + F3 + F4, the central large rotor 5 provides most of the lift.

[0219] As can be seen from equations (4a-1) and (4a-2), in the process of controlling the heading, in addition to the differential driving of the aircraft's steering by the anti-torque differential of the rotor, there is also differential control of the heading by the horizontal component torque, thus enhancing the heading driving capability.

[0220] Figure 5 The diagram consists of an upper, middle, and lower image. The upper image is an axonometric view of the structure of a five-rotor aircraft with unequal rotor tilt angles according to the third embodiment of this utility model. The middle image is a view taken along the axis of the left rear arm towards the center of gravity of the aircraft. The lower image is a view taken along the axis of the right rear arm towards the center of gravity of the aircraft.

[0221] Figure 5 In the above diagram, the landing gear 9 is connected to the bottom of the fuselage body 8, the central turret 25 is connected to the top center of the fuselage body 8, the central motor 15 is connected to the top of the central turret 25, the central rotor 5 is connected to the central motor 15, the rotation axis of the central motor 15 is vertically upward, the lift F5 of the central rotor 5 is vertically upward, and the central rotor 5 rotates clockwise S (see...). Figure 6 ).

[0222] The right front of the fuselage body 8 is connected to the right front arm 21. The front end of the right front arm 21 is connected to the right front power assembly 1. The rotor of the right front power assembly 1 rotates counterclockwise (N). The left front of the fuselage body 8 is connected to the left front arm 23. The front end of the left front arm 23 is connected to the left front power assembly 3. The rotor of the left front power assembly 3 rotates clockwise (S). The right rear of the fuselage body 8 is connected to the right rear arm 24. The rear end of the right rear arm 24 is connected to the right rear power assembly 4. The rotor of the right rear power assembly 4 rotates clockwise (S). The left rear of the fuselage body 8 is connected to the left rear arm 22. The rear end of the left rear arm 22 is connected to the left rear power assembly 2. The rotor of the left rear power assembly 2 rotates counterclockwise (N). (See also...) Figure 6 The lines connecting the rotation centers of the four rotors of these four power assemblies form a square or rectangle. The center of gravity P of the central large rotor 5 and the aircraft overlaps with the center of the square or rectangle. The axes of the right front arm 21 and the left rear arm 22 overlap with the right-forward diagonal 221 of the square or rectangle (see...). Figure 6 The axis of the left front arm 23 and the axis of the right rear arm 24 overlap with the left front diagonal 243 of a square or rectangle (see...). Figure 6 ).

[0223] Figure 5 In the middle diagram, when the right front power assembly 1 is connected, the right front power assembly 1 tilts to the right rearward around the axis of the right front arm 21, causing the rotor's rotation surface 101 of the right front power assembly 1 to tilt to the right rearward, with the acute angle β forming with the horizontal plane 100 (see the small diagram in the lower left corner of the middle diagram, see...). Figure 6 The lift F1 of the rotor of the right front power assembly 1 tilts to the right rearward, and the acute angle between it and the vertical line 200 is β. The lift F1 of the rotor of the right front power assembly 1 generates a horizontal component force F1x perpendicular to the axis of the right front arm 21 on the horizontal plane 100. F1x is directed to the right rearward, and F1x = F1 * sin(β). The lift F1 of the rotor of the right front power assembly 1 generates a vertically upward component force F1y on the vertical line 200, and F1y = F1 * cos(β).

[0224] When the left rear power assembly 2 is connected, the left rear power assembly 2 tilts forward and to the left around the axis of the left rear arm 22, causing the rotor plane 102 of the left rear power assembly 2 to tilt forward and to the left, with an acute angle β between it and the horizontal plane 100 (see the small diagram in the lower right corner of the middle figure). Figure 6 The lift F2 of the rotor of the left rear power assembly 2 tilts to the left and forward, and the acute angle between it and the vertical line 200 is β. The lift F2 of the rotor of the left rear power assembly 2 generates a horizontal component force F2x perpendicular to the axis of the left rear arm 22 on the horizontal plane 100. F2x is to the left and forward, and F2x = F2 * sin (β). The lift F2 of the rotor of the left rear power assembly 2 generates a vertically upward component force F2y on the vertical line 200, and F2y = F2 * cos (β).

[0225] Figure 5 In the diagram below, when the left front power assembly 3 is connected, the left front power assembly 3 tilts to the left rearward around the axis of the left front arm 23, causing the rotation surface 103 of the rotor of the left front power assembly 3 to tilt to the left rearward, with an acute angle θ between it and the horizontal plane 100 (see the small diagram in the lower right corner of the diagram below). Figure 6 The lift F3 of the rotor of the left front power assembly 3 tilts to the left rearward, and the acute angle between it and the vertical line 200 is θ. The lift F3 of the rotor of the left front power assembly 3 generates a horizontal component force F3x perpendicular to the axis of the left front arm 23 on the horizontal plane 100. F3x is to the left rearward, and F3x = F3 * sin (θ). The lift F3 of the rotor of the left front power assembly 3 generates a vertically upward component force F3y on the vertical line 200, and F3y = F3 * cos (θ).

[0226] When the right rear power assembly 4 is connected, the right rear power assembly 4 tilts forward and to the right around the axis of the right rear arm 24, causing the rotor plane 104 of the right rear power assembly 4 to tilt forward and to the right, with an acute angle θ between it and the horizontal plane 100 (see the small diagram in the lower left corner of the figure below). Figure 6 The lift F4 of the rotor of the right rear power assembly 4 tilts to the right front, and the acute angle between it and the vertical line 200 is θ. The lift F4 of the rotor of the right rear power assembly 4 generates a horizontal component force F4x perpendicular to the axis of the right rear arm 24 on the horizontal plane 100. F4x is directed to the right front, and F4x = F4 * sin(θ). The lift F4 of the rotor of the right rear power assembly 4 generates a vertically upward component force F4y on the vertical line 200, and F4y = F4 * cos(θ).

[0227] A large ESC is connected to the central large motor 15. The large ESC, the central large motor 15, and the central large rotor 5 constitute the central large power assembly. The flight controller is connected to the five ESCs. The flight controller controls the output voltage of the ESCs to change the speed of the motors, which in turn changes the lift of the rotors, thereby changing the flight attitude of the aircraft. This constitutes the third embodiment of a five-rotor aircraft with unequal rotor tilt angles when the central large rotor 5 rotates clockwise.

[0228] Figure 6 (See also) Figure 5 (See the middle and lower diagrams). The line connecting the rotation centers of the rotors of the four power assemblies is a square or rectangle. The center of gravity P of the aircraft overlaps with the center of the square or rectangle. The rotation centers of the rotors of the right front power assembly 1, left rear power assembly 2, left front power assembly 3, and right rear power assembly 4 are all equidistant from the center of gravity P of the aircraft, and are all equal to dp.

[0229] The rotation centers of the rotors of the right front power assembly 1, left rear power assembly 2, left front power assembly 3, and right rear power assembly 4 are all equidistant from the transverse axis X passing through the center of gravity P of the aircraft, and are all equal to dx.

[0230] The rotation centers of the rotors of the right front power assembly 1, left rear power assembly 2, left front power assembly 3, and right rear power assembly 4 are all equidistant from the longitudinal axis Y passing through the aircraft's center of gravity P, and are all equal to dy.

[0231] The counter-torque Sj1 of the rotor of the right front powertrain 1, which rotates counterclockwise (N), causes the aircraft to rotate clockwise (S).

[0232] The horizontal component torque F1x*dp causes the aircraft to rotate clockwise by S, the vertical component torque F1y*dx causes the aircraft to pitch backward, and the vertical component torque F1y*dy causes the aircraft to roll to the left.

[0233] The counter-torque Sj2 of the counter-clockwise rotation N of the rotor of the left rear powertrain 2 causes the aircraft to rotate clockwise S. The horizontal component torque F2x*dp causes the aircraft to rotate clockwise S. The vertical component torque F2y*dx causes the aircraft to pitch forward. The vertical component torque F2y*dy causes the aircraft to roll to the right.

[0234] The counter-torque Nj3 of the rotor of the left front powertrain 3, which rotates clockwise S, causes the aircraft to rotate counterclockwise N. The horizontal component torque F3x*dp causes the aircraft to rotate counterclockwise N. The vertical component torque F3y*dx causes the aircraft to pitch backward. The vertical component torque F3y*dy causes the aircraft to roll to the right.

[0235] The counter-torque Nj4 of the rotor of the right rear powertrain 4, which rotates clockwise S, causes the aircraft to rotate counterclockwise N. The horizontal component torque F4x*dp causes the aircraft to rotate counterclockwise N. The vertical component torque F4y*dx causes the aircraft to pitch forward. The vertical component torque F4y*dy causes the aircraft to roll to the left.

[0236] The rotation center of the central large rotor 5 overlaps with the center of gravity P of the aircraft. The lift F5 of the central large rotor does not generate pitch moment or roll moment. The counter-torque Nj5 of the central large rotor 5, which rotates clockwise S, causes the aircraft to rotate counterclockwise N.

[0237] The parameters of the right front powertrain 1, left front powertrain 3, right rear powertrain 4 and left rear powertrain 2 are the same. Under the same throttle, the four powertrains produce the same lift: F1=F2, F2=F3, F3=F4; the counter torque is the same: Sj1=Sj2, Nj3=Nj4, Sj1=Nj3, and the counter torque cancels each other out.

[0238] The weight of the aircraft is FP, and the equation for the aircraft's lift-off balance is:

[0239] F1*cos (β) + F2 *cos (β) + F3* cos (θ) + F4 *cos (θ) + F5 = FP............. (1b).

[0240] When the flight controller increases the throttle, the lift of each power unit increases as follows:

[0241] F1*cos(β)+F2 *cos(β)+F3* cos(θ)+F4 *cos(θ)+F5>FP.............(1b-1).

[0242] The aircraft ascends.

[0243] When the flight controller reduces the throttle, the lift of each powertrain component increases as follows:

[0244] F1*cos(β)+F2*cos(β)+F3* cos(θ)+F4 *cos(θ)+F5<FP…………(1b-2).

[0245] The aircraft descends.

[0246] Equations (1b-1), (1b-2), and (1b) are the set of equations for the aircraft's ascent, descent, and levitation balance.

[0247] The total moment that causes the aircraft to pitch backward is:

[0248] F1y*dx+F3y*dx= F1*cos(β)*dx+F3* cos(θ)*dx.

[0249] The total moment that causes the aircraft to pitch forward is:

[0250] F2y*dx+F4y*dx= F2*cos(β)*dx+F4* cos(θ)*dx.

[0251] The pitch balance equation for an aircraft is:

[0252] F1 *cos(β)*dx+F3* cos(θ)*dx= F2 *cos(β)*dx+F4 *cos(θ)*dx.

[0253] Dividing both sides of the above equation by dx, we get:

[0254] F1 *cos (β) + F3* cos (θ) = F2 *cos (β) + F4 *cos (θ)……… (2b).

[0255] When the aircraft is in the air, the flight controller manipulates the lift differential of the right front power assembly 1, left front power assembly 3, right rear power assembly 4, and left rear power assembly 2 to control pitch; when the flight controller manipulates the lift of the right front power assembly 1 and left front power assembly 3 to increase by ΔF, and the lift of the right rear power assembly 4 and left rear power assembly 2 to decrease by ΔF, equation (2b) becomes:

[0256] (F1+△F)*cos (β) + (F3+△F )* cos (θ)>

[0257] (F2-△F)*cos(β)+(F4-△F) *cos(θ)……………………(2b-1).

[0258] The aircraft pitches backward, and equation (2b-1) is the pitching equation.

[0259] When the flight controller reduces the lift of the right front power assembly 1 and the left front power assembly 3 by ΔF, and increases the lift of the right rear power assembly 4 and the left rear power assembly 2 by ΔF, equation (2b) becomes:

[0260] (F1-△F)*cos(β) + (F3-△F)* cos(θ)<

[0261] (F2+△F)*cos(β)+(F4+△F) *cos(θ)……………………(2b-2).

[0262] When the aircraft pitches forward, equation (2b-2) is the forward pitch equation.

[0263] Equations (2b-1), (2b-2), and (2b) are the equations for the aircraft's pitch, forward, and backward balance.

[0264] The total moment that causes the aircraft to roll to the left is:

[0265] F1y*dy+F4y*dy= F1 *cos(β)*dy+F4 *cos(θ)*dy.

[0266] The total moment that causes the aircraft to roll to the right is:

[0267] F3y*dy + F2y*dy = F3 cos(θ)*dy + F2 *cos(β)*dy.

[0268] The roll balance equation for an aircraft is:

[0269] F1 *cos(β)*dy+F4 *cos(θ)*dy = F3 *cos(θ)*dy+ F2 cos(β)*dy.

[0270] Dividing both sides of the above equation by dy, we get:

[0271] F1 *cos (β) + F4 *cos (θ) = F3* cos (θ) + F2 *cos (β)………….(3b).

[0272] When the aircraft is in the air, the flight controller manipulates the lift differential of the right front power assembly 1, right rear power assembly 4, left front power assembly 3, and left rear power assembly 2 to control the roll; the flight controller manipulates the lift of the right front power assembly 1 and right rear power assembly 4 to increase by ΔF, and the lift of the left front power assembly 3 and left rear power assembly 2 to decrease by ΔF, and equation (3b) becomes:

[0273] (F1+△F)*cos (β) + (F4+△F) *cos (θ)>

[0274] (F3-△F)*cos(θ)+(F2-△F)*cos(β)……………………(3b-1).

[0275] The aircraft rolls to the left, and equation (3b-1) is the equation for the left roll.

[0276] When the flight controller reduces the lift of the right front power assembly 1 and the right rear power assembly 4 by ΔF, and increases the lift of the left front power assembly 3 and the left rear power assembly 2 by ΔF, equation (3b) becomes:

[0277] (F1-△F)*cos (β) + (F4-△F) *cos (θ)<

[0278] (F3+△F)*cos(θ)+(F2+△F)*cos(β)……………………(3b-2).

[0279] The aircraft rolls to the right, and equation (3b-2) is the equation for the right roll.

[0280] Equations (3b-1), (3b-2), and (3b) are the equations for the aircraft's left roll, right roll, and roll balance.

[0281] The total torque that causes the aircraft to turn left (turn the aircraft counterclockwise N) is:

[0282] Nj3+F3x*dp+Nj4+F4x*dp+Nj5.

[0283] =(Nj3+ Nj4)+ F3*sin(θ)*dp+ F4*sin(θ)*dp.

[0284] = (Nj3+ Nj4+ Nj5) + (F3 + F4)*sin(θ)*dp.

[0285] The total torque that causes the aircraft to turn right (turn the aircraft clockwise by S) is:

[0286] Sj1 + F1x*dp + Sj2 + F2x*dp.

[0287] =Sj1+ F1*sin(θ)*dp +Sj2+ F2*sin(β)*dp.

[0288] = (Sj1+Sj2) + (F1 + F2)*sin(β)*dp.

[0289] Choose appropriate β and θ values ​​to achieve the following at the same throttle position:

[0290] (Nj3+ Nj4+ Nj5)+(F3+F4)*sin(θ)*dp

[0291] =(Sj1+Sj2)+(F1+F2)*sin(β)*dp………………….(4b).

[0292] At this time, the aircraft maintained a stable heading.

[0293] When the aircraft is in the air, the flight controller manipulates the lift differential of the right front power assembly 1, left rear power assembly 2, left front power assembly 3, and right rear power assembly 4 to control the heading; when the flight controller manipulates the lift of the right front power assembly 1 and left rear power assembly 2 to increase by ΔF and the counter-torque to increase by Δj, and the lift of the left front power assembly 3 and right rear power assembly 4 to decrease by ΔF and the counter-torque to decrease by Δj, equation (4b) becomes:

[0294] ((Nj3-△j )+(Nj4-△j)+Nj5)+((F3-△F)+(F4-△F))*sin(θ)*dp<

[0295] ((Sj1+△j )+(Sj2+△j))+((F1+△F)+(F2+△F))*sin(β)*dp

[0296] …………………………(4b-1)

[0297] The aircraft turns clockwise in an S-shape, which means it turns right.

[0298] When the flight controller reduces the lift of the right front powertrain 1 and the left rear powertrain 2 by ΔF and decreases the counter-torque by Δj, and increases the lift of the left front powertrain 3 and the right rear powertrain 4 by ΔF and increase the counter-torque by Δj, equation (4) becomes:

[0299] ((Nj3+△j )+(Nj4+△j)+Nj5)+((F3+△F)+(F4+△F))*sin(θ)*dp>((Sj1-△j )+(Sj2-△j))+((F1-△F)+(F2-△F))*sin(β)*dp

[0300] …………………………(4b-2)

[0301] The aircraft turns counterclockwise to the left (N).

[0302] Equations (4b-1), (4b-2), and (4b) are the set of equations for the stability of the aircraft when turning right, turning left, and heading.

[0303] Equations (1b), (2b), (3b), and (4b) are the hovering equations for the aircraft.

[0304] When the aircraft is in the air, the flight controller controls the lift of each power unit to be in state (1b), (2b), (3b), and (4b), and the aircraft hovers in the air.

[0305] As can be seen from the above explanation, a five-rotor aircraft with unequal rotor tilt angles only needs the lift differential of the four powertrain rotors to control the pitch, roll, and yaw of the aircraft, without the participation of the lift F5 of the central large rotor 5. During the pitch, roll, and yaw of the five-rotor aircraft with unequal rotor tilt angles, the lift F5 of the central large rotor 5 remains constant. At the same throttle: F5 > F1 + F2 + F3 + F4, the central large rotor 5 provides most of the lift.

[0306] As can be seen from equations (4b-1) and (4b-2), in the process of controlling the heading, in addition to the differential driving of the aircraft's steering by the anti-torque differential of the rotor, there is also differential control of the heading by the horizontal component torque, thus enhancing the heading driving capability.

[0307] Figure 7 The diagram consists of an upper, middle, and lower image. The upper image is an axonometric view of the structure of a five-rotor aircraft with unequal rotor tilt angles according to the fourth embodiment of this utility model. The middle image is a view taken along the axis of the left rear arm towards the center of gravity of the aircraft. The lower image is a view taken along the axis of the right rear arm towards the center of gravity of the aircraft.

[0308] Figure 7 In the above diagram, the landing gear 9 is connected to the bottom of the fuselage body 8, the central turret 25 is connected to the top center of the fuselage body 8, the central motor 15 is connected to the top of the central turret 25, the central rotor 5 is connected to the central motor 15, the rotation axis of the central motor 15 is vertically upward, the lift F5 of the central rotor 5 is vertically upward, and the central rotor 5 rotates clockwise S (see...). Figure 8 ).

[0309] The right front of the fuselage body 8 is connected to the right front arm 21. The front end of the right front arm 21 is connected to the right front power assembly 1. The rotor of the right front power assembly 1 rotates clockwise (S). The left front of the fuselage body 8 is connected to the left front arm 23. The front end of the left front arm 23 is connected to the left front power assembly 3. The rotor of the left front power assembly 3 rotates counterclockwise (N). The right rear of the fuselage body 8 is connected to the right rear arm 24. The rear end of the right rear arm 24 is connected to the right rear power assembly 4. The rotor of the right rear power assembly 4 rotates counterclockwise (N). The left rear of the fuselage body 8 is connected to the left rear arm 22. The rear end of the left rear arm 22 is connected to the left rear power assembly 2. The rotor of the left rear power assembly 2 rotates clockwise (S). (See also...) Figure 8 The lines connecting the rotation centers of the four rotors of these four power assemblies form a square or rectangle. The center of gravity P of the central large rotor 5 and the aircraft overlaps with the center of the square or rectangle. The axes of the right front arm 21 and the left rear arm 22 overlap with the right-forward diagonal 221 of the square or rectangle (see...). Figure 8 The axis of the left front arm 23 and the axis of the right rear arm 24 overlap with the left front diagonal 243 of a square or rectangle (see...). Figure 8 ).

[0310] Figure 7 In the middle diagram, when the right front power assembly 1 is connected, the right front power assembly 1 tilts to the left and forward around the axis of the right front arm 21, causing the rotor's rotation surface 101 of the right front power assembly 1 to tilt to the left and forward, with the acute angle θ between it and the horizontal plane 100 (see the small diagram in the lower right corner of the middle diagram, see...). Figure 8 The lift F1 of the rotor of the right front power assembly 1 tilts to the left and forward, and the acute angle between it and the vertical line 200 is θ. The lift F1 of the rotor of the right front power assembly 1 generates a horizontal component force F1x perpendicular to the axis of the right front arm 21 on the horizontal plane 100. F1x is to the left and forward, F1x=F1*sin(θ). The lift F1 of the rotor of the right front power assembly 1 generates a vertically upward component force F1y on the vertical line 200, F1y=F1*cos(θ).

[0311] When the left rear power assembly 2 is connected, the left rear power assembly 2 tilts to the right rearward around the axis of the left rear arm 22, causing the rotation plane 102 of the rotor of the left rear power assembly 2 to tilt to the right rearward, with the acute angle between it and the horizontal plane 100 being θ (see the small diagram in the lower left corner of the middle figure). Figure 8 The lift F2 of the rotor of the left rear power assembly 2 tilts to the right rear, and the acute angle between it and the vertical line 200 is θ. The lift F2 of the rotor of the left rear power assembly 2 generates a horizontal component force F2x perpendicular to the axis of the left rear arm 22 on the horizontal plane 100. F2x is directed to the right rear, and F2x = F2 * sin (θ). The lift F2 of the rotor of the left rear power assembly 2 generates a vertically upward component force F2y on the vertical line 200, and F2y = F2 * cos (θ).

[0312] Figure 7 In the diagram below, when the left front power assembly 3 is connected, the left front power assembly 3 tilts to the right front around the axis of the left front arm 23, causing the rotor plane 103 of the left front power assembly 3 to tilt to the right front, with the acute angle β between it and the horizontal plane 100 (see the small diagram in the lower left corner of the diagram below). Figure 8 The lift F3 of the rotor of the left front power assembly 3 tilts to the right front, and the acute angle between it and the vertical line 200 is β. The lift F3 of the rotor of the left front power assembly 3 generates a horizontal component force F3x perpendicular to the axis of the left front arm 23 on the horizontal plane 100. F3x is to the right front, and F3x = F3 * sin (β). The lift F3 of the rotor of the left front power assembly 3 generates a vertically upward component force F3y on the vertical line 200, and F3y = F3 * cos (β).

[0313] When the right rear power assembly 4 is connected, the right rear power assembly 4 tilts to the left rearward around the axis of the right rear arm 24, causing the rotor plane 104 of the right rear power assembly 4 to tilt to the left rearward, with an acute angle β between it and the horizontal plane 100 (see the small diagram in the lower right corner of the figure below). Figure 8 The lift F4 of the rotor of the right rear power assembly 4 tilts to the left rearward, and the acute angle between it and the vertical line 200 is β. The lift F4 of the rotor of the right rear power assembly 4 generates a horizontal component force F4x perpendicular to the axis of the right rear arm 24 on the horizontal plane 100. F4x is to the left rearward, and F4x = F4 * sin (β). The lift F4 of the rotor of the right rear power assembly 4 generates a vertically upward component force F4y on the vertical line 200, and F4y = F4 * cos (β).

[0314] A large ESC is connected to the central large motor 15. The large ESC, the central large motor 15, and the central large rotor 5 constitute the central large power assembly. The flight controller is connected to the five ESCs. The flight controller controls the output voltage of the ESCs to change the speed of the motors, which in turn changes the lift of the rotors, thereby changing the flight attitude of the aircraft. This constitutes the fourth embodiment of a five-rotor aircraft with unequal rotor tilt angles when the central large rotor 5 rotates clockwise.

[0315] Figure 8 (See also) Figure 7 (See the middle and lower diagrams). The line connecting the rotation centers of the rotors of the four power assemblies is a square or rectangle. The center of gravity P of the aircraft overlaps with the center of the square or rectangle. The rotation centers of the rotors of the right front power assembly 1, left rear power assembly 2, left front power assembly 3, and right rear power assembly 4 are all equidistant from the center of gravity P of the aircraft, and are all equal to dp.

[0316] The rotation centers of the rotors of the right front power assembly 1, left rear power assembly 2, left front power assembly 3, and right rear power assembly 4 are all equidistant from the transverse axis X passing through the center of gravity P of the aircraft, and are all equal to dx.

[0317] The rotation centers of the rotors of the right front power assembly 1, left rear power assembly 2, left front power assembly 3, and right rear power assembly 4 are all equidistant from the longitudinal axis Y passing through the aircraft's center of gravity P, and are all equal to dy.

[0318] The counter-torque Nj1 of the rotor of the right front powertrain 1, rotating clockwise (S), causes the aircraft to rotate counter-clockwise (N).

[0319] The horizontal component torque F1x*dp causes the aircraft to rotate counterclockwise N, the vertical component torque F1y*dx causes the aircraft to pitch backward, and the vertical component torque F1y*dy causes the aircraft to roll to the left.

[0320] The counter-torque Nj2 of the rotor of the left rear powertrain 2, which rotates clockwise S, causes the aircraft to rotate counterclockwise N. The horizontal component torque F2x*dp causes the aircraft to rotate counterclockwise N. The vertical component torque F2y*dx causes the aircraft to pitch forward. The vertical component torque F2y*dy causes the aircraft to roll to the right.

[0321] The counter-torque Sj3 of the rotor of the left front powertrain 3, which rotates counterclockwise N, causes the aircraft to rotate clockwise S. The horizontal component torque F3x*dp causes the aircraft to rotate clockwise S. The vertical component torque F3y*dx causes the aircraft to pitch backward. The vertical component torque F3y*dy causes the aircraft to roll to the right.

[0322] The counter-torque Sj4 of the counter-clockwise rotation N of the right rear powertrain 4 causes the aircraft to rotate clockwise S. The horizontal component torque F4x*dp causes the aircraft to rotate clockwise S. The vertical component torque F4y*dx causes the aircraft to pitch forward. The vertical component torque F4y*dy causes the aircraft to roll to the left.

[0323] The rotation center of the central large rotor 5 overlaps with the center of gravity P of the aircraft. The lift F5 of the central large rotor does not generate pitch moment or roll moment. The counter-torque Nj5 of the central large rotor 5, which rotates clockwise S, causes the aircraft to rotate counterclockwise N.

[0324] The parameters of the right front powertrain 1, left front powertrain 3, right rear powertrain 4 and left rear powertrain 2 are the same. Under the same throttle, the four powertrains produce the same lift: F1=F2, F2=F3, F3=F4; the counter torque is the same: Nj1=Nj2, Sj3=Sj4, Nj1=Sj3, and the counter torque cancels each other out.

[0325] The weight of the aircraft is FP, and the equation for the aircraft's lift-off balance is:

[0326] F1*cos (θ) + F2 *cos (θ) + F3* cos (β) + F4 *cos (β) + F5 = FP............. (1c).

[0327] When the flight controller increases the throttle, the lift of each power unit increases as follows:

[0328] F1*cos (θ) + F2 *cos (θ) + F3* cos (β) + F4 *cos (β) + F5> FP............. (1c-1).

[0329] The aircraft ascends.

[0330] When the flight controller reduces the throttle, the lift of each powertrain component increases as follows:

[0331] F1*cos(θ)+F2*cos(θ)+F3* cos(β)+F4 *cos(β)+F5<FP…………(1c-2).

[0332] The aircraft descends.

[0333] Equations (1c-1), (1c-2), and (1c) are the set of equations for the aircraft's ascent, descent, and levitation balance.

[0334] The total moment that causes the aircraft to pitch backward is:

[0335] F1y*dx+F3y*dx= F1*cos(θ)*dx+F3* cos(β)*dx.

[0336] The total moment that causes the aircraft to pitch forward is:

[0337] F2y*dx+F4y*dx= F2*cos(θ)*dx+F4* cos(β)*dx.

[0338] The pitch balance equation for an aircraft is:

[0339] F1 *cos(θ)*dx+F3* cos(β)*dx= F2 *cos(θ)*dx+F4 *cos(β)*dx.

[0340] Dividing both sides of the above equation by dx, we get:

[0341] F1 *cos (θ) + F3* cos (β) = F2 *cos (θ) + F4 *cos (β)……… (2c).

[0342] When the aircraft is in the air, the flight controller manipulates the lift differential of the right front power assembly 1, left front power assembly 3, right rear power assembly 4, and left rear power assembly 2 to control pitch; when the flight controller increases the lift of the right front power assembly 1 and left front power assembly 3 by ΔF and decreases the lift of the right rear power assembly 4 and left rear power assembly 2 by ΔF, equation (2c) becomes:

[0343] (F1+△F)*cos(θ) + (F3+△F)* cos(β)>

[0344] (F2-△F)*cos(θ)+(F4-△F) *cos(β)……………………(2c-1).

[0345] The aircraft pitches backward, and equation (2c-1) is the pitching equation.

[0346] When the flight controller reduces the lift of the right front power assembly 1 and the left front power assembly 3 by ΔF, and increases the lift of the right rear power assembly 4 and the left rear power assembly 2 by ΔF, equation (2c) becomes:

[0347] (F1-△F)*cos(θ) + (F3-△F)* cos(β)<

[0348] (F2+△F)*cos(θ)+(F4+△F) *cos(β)……………………(2c-2).

[0349] When the aircraft pitches forward, equation (2c-2) is the forward pitch equation.

[0350] Equations (2c-1), (2c-2), and (2c) are the equations for the aircraft's pitch, forward, and backward balance.

[0351] The total moment that causes the aircraft to roll to the left is:

[0352] F1y*dy+F4y*dy= F1 *cos(θ)*dy+F4 *cos(β)*dy.

[0353] The total moment that causes the aircraft to roll to the right is:

[0354] F3y*dy + F2y*dy = F3 cos(β)*dy + F2 *cos(θ)*dy.

[0355] The roll balance equation for an aircraft is:

[0356] F1 *cos(θ)*dy+F4 *cos(β)*dy = F3 *cos(β)*dy+ F2 cos(θ)*dy.

[0357] Dividing both sides of the above equation by dy, we get:

[0358] F1 *cos (θ) + F4 *cos (β) = F3* cos (β) + F2 *cos (θ)………….(3c).

[0359] When the aircraft is in the air, the flight controller manipulates the lift differential of the right front power assembly 1, right rear power assembly 4, left front power assembly 3, and left rear power assembly 2 to control the roll; the flight controller increases the lift of the right front power assembly 1 and right rear power assembly 4 by ΔF, and decreases the lift of the left front power assembly 3 and left rear power assembly 2 by ΔF, and equation (3c) becomes:

[0360] (F1+△F)*cos(θ) + (F4+△F) *cos(β)>

[0361] (F3-△F)*cos(β)+(F2-△F)*cos(θ)……………………(3c-1).

[0362] The aircraft rolls to the left, and equation (3c-1) is the equation for the left roll.

[0363] When the flight controller reduces the lift of the right front power assembly 1 and the right rear power assembly 4 by ΔF, and increases the lift of the left front power assembly 3 and the left rear power assembly 2 by ΔF, equation (3c) becomes:

[0364] (F1-△F)*cos(θ) + (F4-△F) *cos(β)<

[0365] (F3+△F)*cos(β)+(F2+△F)*cos(θ)………………….…(3c-2).

[0366] The aircraft rolls to the right, and equation (3c-2) is the equation for the right roll.

[0367] Equations (3c-1), (3c-2), and (3c) are the equations for the aircraft's left roll, right roll, and roll balance.

[0368] The total torque that causes the aircraft to turn left (turn the aircraft counterclockwise N) is:

[0369] Nj1+F1x*dp+Nj2+F2x*dp+Nj5.

[0370] = (Nj1+ Nj2+Nj5) + F1*sin(θ)*dp+ F2*sin(θ)*dp.

[0371] = (Nj1+ Nj2+Nj5) + (F1 + F2)*sin(θ)*dp.

[0372] The total torque that causes the aircraft to turn right (turn the aircraft clockwise by S) is:

[0373] Sj3 + F3x*dp + Sj4 + F4x*dp .

[0374] =Sj3+ F3*sin(β)*dp +Sj4+ F4*sin(β)*dp.

[0375] = (Sj3+Sj4) + (F3 + F4)*sin(β)*dp.

[0376] Choose appropriate β and θ values ​​to achieve the following at the same throttle position:

[0377] (Nj1+ Nj2+Nj5)+(F1+F2)*sin(θ)*dp

[0378] =(Sj3+Sj4)+(F3+F4)*sin(β)*dp………………….(4c).

[0379] At this time, the aircraft maintained a stable heading.

[0380] When the aircraft is in the air, the flight controller manipulates the lift differential of the right front power assembly 1, left rear power assembly 2, left front power assembly 3, and right rear power assembly 4 to control the heading; when the flight controller manipulates the lift of the right front power assembly 1 and left rear power assembly 2 to increase by ΔF and the counter-torque to increase by Δj, and the lift of the left front power assembly 3 and right rear power assembly 4 to decrease by ΔF and the counter-torque to decrease by Δj, equation (4c) becomes:

[0381] ((Nj1+△j )+(Nj2+△j)+Nj5)+((F1+△F)+(F2+△F))*sin(θ)*dp>((Sj3-△j )+(Sj4-△j))+((F3-△F)+(F4-△F))*sin(β)*dp

[0382] …………………………(4c-1)

[0383] The aircraft turns counterclockwise to the left (N).

[0384] When the flight controller reduces the lift of the right front powertrain 1 and the left rear powertrain 2 by ΔF and decreases the counter-torque by Δj, and increases the lift of the left front powertrain 3 and the right rear powertrain 4 by ΔF and increase the counter-torque by Δj, equation (4c) becomes:

[0385] ((Nj1-△j)+(Nj2-△j)+Nj5)+((F1-△F)+(F2-△F))*sin(θ)*dp<

[0386] ((Sj3+△j )+(Sj4+△j))+((F3+△F)+(F4+△F))*sin(β)*dp

[0387] …………………………(4c-2)

[0388] The aircraft turns clockwise in an S-shape, which means it turns right.

[0389] Equations (4c-1), (4c-2), and (4c) are the equations for stabilizing the aircraft's right turn, left turn, and heading.

[0390] Equations (1c), (2c), (3c), and (4c) are the hovering equations for aircraft.

[0391] When the aircraft is in the air, the flight controller controls the lift of each power unit to be in state (1c), (2c), (3c), or (4c), and the aircraft hovers in the air.

[0392] As can be seen from the above explanation, a five-rotor aircraft with unequal rotor tilt angles only needs the lift differential of the four powertrain rotors to control the pitch, roll, and yaw of the aircraft, without the participation of the lift F5 of the central large rotor 5. During the pitch, roll, and yaw of the five-rotor aircraft with unequal rotor tilt angles, the lift F5 of the central large rotor 5 remains constant. At the same throttle: F5 > F1 + F2 + F3 + F4, the central large rotor 5 provides most of the lift.

[0393] As can be seen from equations (4c-1) and (4c-2), in the process of controlling the heading, in addition to the differential driving of the aircraft's steering by the rotor's anti-torque differential, there is also differential control of the heading by the horizontal component torque, thus enhancing the heading driving capability.

[0394] Figure 9 It consists of the upper and lower images. Figure 9 In the above figure, screw 71 connects the central large rotor 5 to the central large motor 15. Screw 71 passes through the mounting hole 74 of the small tower top plate 76 from bottom to top and connects to the mounting hole at the bottom of the central large motor 15 to connect the central large motor 15 to the small tower top plate 76. Rivet 72 connects the small tower top plate 76, the angle aluminum 73 (with mounting holes on both sides of the angle aluminum 73), the left and right small tower plates 77, and the front and rear small tower plates 78 to form a hexahedral columnar small tower 25 (see the figure below). Rivet 72 passes through the mounting hole of the angle aluminum 73 at the bottom of the small tower 25 to connect the small tower 25 to the center of the upper deck plate 81 of the fuselage main body.

[0395] The right front arm mounting bracket 31, left rear arm mounting bracket 32, left front arm mounting bracket 33, and right rear arm mounting bracket 34 are sequentially connected to the right front, left rear, left front, and right rear of the lower plate 82 of the upper fuselage body. Screws 71 pass through the mounting holes of the lower plate 82 of the upper fuselage body from bottom to top to secure the right front arm mounting bracket 31, left rear arm mounting bracket 32, left front arm mounting bracket 33, and right rear arm mounting bracket 34 to the lower plate 82 of the upper fuselage body. Screws 71 pass through the mounting holes of the upper plate 81 of the upper fuselage body from top to bottom to secure the upper plate 81 of the upper fuselage body to the lower plate 81 of the upper fuselage body.

[0396] Rivet 72 connects the "T"-shaped open lower compartment 88 to the lower plate 82 of the upper compartment of the main fuselage.

[0397] Rivets 72 connect the upper panel 81 of the fuselage main body upper compartment, the angle aluminum 73, the lower panel 82 of the fuselage main body upper compartment, and multiple side panels 87 of the fuselage main body upper compartment to form the box-type upper compartment 80 of the fuselage main body (see the figure below).

[0398] The main fuselage box-shaped upper cabin 80 and the "T"-shaped open lower cabin 88, which are connected together, constitute the main fuselage 8 (see the figure below).

[0399] Screw 71 passes downward through the mounting hole of the upper deck lower plate 82 of the fuselage body to connect the landing gear 9 to the underside of the upper deck lower plate 82 of the fuselage body.

[0400] The right front arm 21, left rear arm 22, left front arm 23, and right rear arm 24 are sequentially connected to the right front arm mounting base 31, left rear arm mounting base 32, left front arm mounting base 33, and right rear arm mounting base 34. Screws 71 are used for fastening, and rivets 72 are used for positioning to prevent the arms from sliding relative to the arm mounting bases.

[0401] The right front power assembly 1, the left rear power assembly 2, the left front power assembly 3, and the right rear power assembly 4 are connected sequentially to the front end of the right front arm 21, the rear end of the left rear arm 22, the front end of the left front arm 23, and the rear end of the right rear arm 24.

[0402] When the right front power assembly 1 is connected, the right front power assembly 1 is tilted to the right rearward around the axis of the right front arm 21 (which overlaps with the right diagonal 221), and the acute angle between the rotation plane 101 of the rotor of the right front power assembly 1 and the horizontal plane 100 is θ (see...). Figure 1 The small image in the lower left corner of the middle image Figure 2 Secure with screws 71 and rivets 72 to prevent relative sliding between the right front powertrain 1 and the right front arm 21, ensuring that the included angle θ remains unchanged.

[0403] The connection methods for the left rear powertrain 2, left front powertrain 3, and right rear powertrain 4 are the same as those for the right front powertrain 1.

[0404] The rotor surfaces of two powertrains on the same diagonal have the same tilt angle, while the rotor surfaces of two powertrains on different diagonals have different tilt angles. The counter-torque of the powertrain rotor causes the aircraft to rotate in the same direction as the component torque of the tilted rotor in the horizontal plane. When the rotation direction of the powertrain rotor is opposite to that of the central large rotor 5, the acute angle between the tilted rotor's rotation surface and the horizontal plane is β. When the rotation direction of the powertrain rotor is the same as that of the central large rotor 5, the acute angle between the tilted rotor's rotation surface and the horizontal plane is θ. The value of β is greater than the value of θ, β is less than 45°, and θ is greater than 0.3°.

[0405] Figure 9 The image below shows a five-rotor aircraft with unequal rotor tilt angles in the first completed embodiment. Figure 9In the following figure, a hatch 79 is provided on the upper box-shaped cabin 80 of the fuselage main body 8. The "T"-shaped open lower cabin 88 of the fuselage main body 8 facilitates the loading and unloading of goods. The structure is shown in Figure 10 .

[0406] The connection method of the five-rotor aircraft with unequal rotor tilt angles in the second embodiment, the third embodiment, and the fourth embodiment is the same as that of the five-rotor aircraft with unequal rotor tilt angles in the first embodiment.

[0407] Figure 10 It consists of the above figure and the following figure. Figure 10 In the above figure (see the following figure), rivets 72 connect the left and right plates 83 of the "T"-shaped open lower cabin, the angle aluminum 73, and the front and rear plates 84 of the "T"-shaped open lower cabin into an "I"-shaped box, forming the upper part of the "T"-shaped open lower cabin 88.

[0408] Rivets 72 connect the four angle aluminums 73 to the four sides of the front, rear, left, and right under the floor 85 of the "T"-shaped open lower cabin. Rivets 7 connects the floor fairing 86 of the "T"-shaped open lower cabin to these four angle aluminums 73, forming a "-" shaped box, which forms the lower part of the "T"-shaped open lower cabin 88.

[0409] Rivets 72 connect the "I"-shaped box to the "-" shaped box, forming the "T"-shaped open lower cabin 88.

[0410] Figure 10 The following figure is the completed connection diagram. Figure 10 In the following figure, the angle aluminum 73 at the top of the "T"-shaped open lower cabin 88 is used to connect the lower plate 82 of the upper cabin of the fuselage main body (see Figure 9 the above figure), and is fastened by rivets 72 to connect the "T"-shaped open lower cabin 88 and the box-shaped upper cabin 80 of the fuselage main body together, forming the fuselage main body 8 (see Figure 9 the following figure).

Claims

1. A five-rotor aircraft with unequal rotor tilt angles, wherein landing gear is connected to the bottom of the fuselage body, and a central large rotor and a central large motor are sequentially connected to the top of a central small tower on the fuselage body, and to the right front arm and right front power assembly, left front arm and left front power assembly, left rear arm and left rear power assembly, and right rear arm and right rear power assembly, respectively, corresponding to the right front arm, left front arm and left front power assembly, left rear arm and left rear power assembly, and right rear arm and right rear power assembly. The line connecting the rotation centers of the four rotors of these four power assemblies forms a square or rectangle, and the rotation center of the central large rotor, the center of gravity of the aircraft, and the square or rectangle form a square or rectangle. The centers of the shapes overlap; the axes of the right front arm and the left rear arm overlap with the right diagonal of the square or rectangle; the axes of the left front arm and the right rear arm overlap with the left diagonal of the square or rectangle; the rotors of two powertrains on the same diagonal rotate in the same direction, while the rotors of two powertrains on different diagonals rotate in opposite directions; the flight controller connects to five electronic speed controllers (ESCs), and the flight controller controls the output voltage changes of the ESCs, causing changes in the motor speed, which in turn changes the lift of the rotors, thereby changing the flight attitude of the aircraft. Its characteristics are: The rotation surface inclination angle of the rotors of the two power assemblies on the same diagonal line is the same, and the rotation surface inclination angle of the rotors of the power assemblies on different diagonal lines is different; the direction in which the counter torque of the rotors of the power assemblies makes the aircraft rotate is the same as the direction in which the horizontal component moment of the inclined rotors makes the aircraft rotate; when the rotation direction of the rotors of the power assemblies is opposite to the rotation direction of the middle large rotor, the acute angle between the rotation surface of the inclined rotors and the horizontal plane is β, when the rotation direction of the rotors of the power assemblies is the same as the rotation direction of the middle large rotor, the acute angle between the rotation surface of the inclined rotors and the horizontal plane is θ, the value of β is greater than the value of θ, β is less than 45°, and θ is greater than 0.3°; the differential of the counter torque of the rotors of the right front power assembly, the left front power assembly, the left rear power assembly and the right rear power assembly and the differential of the horizontal component moment jointly control the heading of the aircraft; in the process of controlling the pitch, roll and heading of the aircraft, the lift of the middle large rotor remains constant; the middle large rotor is driven by an electric motor or a fuel engine; and the middle large rotor provides most of the lift required by the aircraft.

2. The five-rotor aircraft according to claim 1, wherein: The lower part of the fuselage body is a "T" type open lower cabin, which facilitates the loading and unloading of goods.

3. The five-rotor aircraft according to claim 1, wherein: The lift of the middle large rotor is vertically upward, or the lift of the middle large rotor is slightly forwardly inclined, and the forward inclination angle is less than 10°, thereby reducing the resistance of the fuselage during forward flight.

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