A multi-copter aircraft

Abstract

The application relates to the technical field of aviation equipment, in particular to a multi-rotor aircraft. The multi-rotor aircraft provided by the application comprises a fuselage assembly, a power assembly, a battery assembly and a plurality of power assemblies. The power assembly comprises an arm part, a rotor part, a first driving part and a second driving part. The first driving part is arranged on the fuselage assembly. The arm part is connected between the first driving part and the second driving part. The rotor part is connected to the second driving part. The first driving part is used for driving the arm part to rotate around a first axis. The second driving part is used for driving the rotor part to rotate around a second axis. The first axis intersects with the second axis. The battery assembly is arranged on the fuselage assembly and is used for supplying power to the power assembly. The plurality of power assemblies are arranged on the circumferential side of the fuselage assembly.

Description

Technical Field

[0001] This application relates to the field of aviation equipment technology, and in particular to a multi-rotor aircraft. Background Technology

[0002] In related technologies, when some multi-rotor aircraft fly at varying speeds, the relative attitude between the fuselage and the horizontal plane often changes significantly, which limits the maneuverability of the multi-rotor aircraft and is also not conducive to ensuring the wind resistance of the multi-rotor aircraft. Utility Model Content

[0003] This application aims to address at least one of the technical problems existing in the prior art or related technologies.

[0004] In view of this, a multi-rotor aircraft is proposed according to an embodiment of this application, comprising: fuselage components; The power assembly includes an arm section, a rotor section, a first drive section, and a second drive section. The first drive section is disposed on the fuselage assembly. The arm section is connected between the first drive section and the second drive section. The rotor section is connected to the second drive section. The first drive section is used to drive the arm section to rotate around a first axis, and the second drive section is used to drive the rotor section to rotate around a second axis. The first axis and the second axis intersect. The battery assembly, located within the fuselage assembly, is used to power the power assembly; The power units are multiple, and they are arranged at intervals around the fuselage components.

[0005] In one feasible implementation, the first drive unit includes: The drive motor is located on the body assembly; The transmission mechanism is connected between the drive motor and the arm. The drive motor is used to drive the arm to rotate around the first axis through the transmission mechanism.

[0006] In one feasible implementation, the transmission mechanism includes: Mounting bracket, installed on the fuselage assembly; The drive pulley is rotatably mounted on the fixed frame and connected to the output shaft of the drive motor; The driven pulley is rotatably mounted on the fixed frame, and the boom is connected to the driven pulley; A transmission belt connects the driving pulley and the driven pulley.

[0007] In one feasible implementation, both the driving pulley and the driven pulley are synchronous pulleys, and the transmission belt is a synchronous belt.

[0008] In one feasible implementation, the transmission mechanism is a gear mechanism or a linkage mechanism.

[0009] In one feasible implementation, the fuselage assembly includes: The housing section, the first drive section is disposed in the housing section; A support section is provided on the outer bottom wall of the housing section, and at least part of the battery assembly is provided inside the support section.

[0010] In one feasible implementation, the battery assembly includes multiple power batteries, and the ratio of the total weight of the multiple power batteries to the takeoff weight of the multirotor aircraft is greater than or equal to 0.4.

[0011] In one feasible implementation, the battery assembly has a first portion located within a support portion and a second portion located within a housing portion, the weight of the first portion being greater than the weight of the second portion.

[0012] In one feasible implementation, the multi-rotor aircraft further includes: Landing gear, located on the outer bottom wall of the fuselage; The power supply unit, battery unit, and power supply assembly are all detachably mounted on the support. The power supply unit is used to electrically connect the ground power supply system and the power unit.

[0013] In one feasible implementation, the power supply component includes: A tethered power supply is detachably mounted on the outer bottom wall of the support, and the output end of the tethered power supply is used for electrical connection with the power unit. Power transmission cables are used to electrically connect the input of a tethered power source to the ground power supply system. An emergency battery, detachably installed inside the housing, is used to power the power components. In the case where the emergency battery is located inside the housing, at least a portion of the emergency battery is located inside the support section.

[0014] The above description is merely an overview of the technical solution provided in this application. In order to better understand the technical means of this application and to implement it in accordance with the contents of the specification, and to make the above and other features and effects of this application more obvious and easy to understand, the following are specific examples of the implementation methods of this application. Attached Figure Description

[0015] Various other advantages and benefits will become apparent to those skilled in the art upon reading the following detailed description of exemplary embodiments. The accompanying drawings are for illustrative purposes only and are not intended to limit the scope of this application. Furthermore, the same reference numerals denote the same parts throughout the drawings. In the drawings: Figure 1 A schematic structural diagram of a multi-rotor aircraft according to an embodiment of this application; Figure 2 for Figure 1 A schematic enlarged view of a portion of region A in the middle; Figure 3 A schematic structural diagram of a multi-rotor aircraft in its first state according to an embodiment of this application; Figure 4 This is a schematic structural diagram of a multi-rotor aircraft in a second state according to an embodiment of this application.

[0016] in, Figures 1 to 4 The correspondence between the reference numerals and component names in the attached drawings is as follows: 100. Fuselage assembly; 110. Casing section; 120. Support section; 200. Power assembly; 210. Arm section; 230. First drive unit; 231. Drive motor; 232. Transmission mechanism; 232a. Fixture; 232b. Drive pulley; 232c. Driven pulley; 232d. Transmission belt; 240. Second drive unit; 300. Battery assembly; 400. Landing gear; 500. Power supply unit; 510. Tethered power supply; 530. Emergency battery. Detailed Implementation

[0017] Exemplary embodiments of the present application will now be described in more detail with reference to the accompanying drawings. While exemplary embodiments of the present application are shown in the drawings, it should be understood that the present application can be implemented in various forms and should not be limited to the embodiments set forth herein. Rather, these embodiments are provided so that this application will be thorough and complete, and will fully convey the scope of the present application to those skilled in the art.

[0018] It should be noted that multirotor aircraft typically possess a power system to drive the rotor rotation. In some related technologies, the power system of a multirotor aircraft is fixedly mounted on the fuselage. Consequently, the relative attitude between the rotor shaft and the fuselage is fixed. Therefore, when the aforementioned multirotor aircraft undergoes variable-speed flight, the relative attitude between the fuselage and the horizontal plane usually changes significantly, thus limiting the maneuverability of the multirotor aircraft and compromising its wind resistance. It is understood that the aforementioned variable-speed flight refers to a flight state in which the flight speed of a multirotor aircraft changes. Changes in flight speed include changes in speed direction and speed magnitude. Variable-speed flight scenarios include, but are not limited to, turning, and acceleration or deceleration during horizontal flight.

[0019] In view of this, such as Figures 1 to 4As shown, according to an embodiment of this application, a multi-rotor aircraft is proposed, including: a fuselage assembly 100; a power assembly 200, including an arm portion 210, a rotor portion, a first drive portion 230, and a second drive portion 240, wherein the first drive portion 230 is disposed on the fuselage assembly 100, the arm portion 210 is connected between the first drive portion 230 and the second drive portion 240, the rotor portion is connected to the second drive portion 240, the first drive portion 230 is used to drive the arm portion 210 to rotate around a first axis, and the second drive portion 240 is used to drive the rotor portion to rotate around a second axis, wherein the first axis and the second axis intersect; and a battery assembly 300, disposed on the fuselage assembly 100, for supplying power to the power assembly 200; wherein there are multiple power assemblies 200, which are spaced apart and arranged around the periphery of the fuselage assembly 100.

[0020] The multirotor aircraft provided in this application embodiment includes the aforementioned fuselage assembly 100, power assembly 200, and battery assembly 300. Both the power assembly 200 and battery assembly 300 are disposed within the fuselage assembly 100. The power assembly 200 includes a first drive unit 230 disposed within the fuselage, an arm 210 connected between the first drive unit 230 and a second drive unit 240, and a rotor connected to the second drive unit 240. During operation, the first drive unit 230 can drive the arm 210 to rotate around a first axis, and the second drive unit 240 can drive the rotor to rotate around a second axis different from the first axis. Both the first drive unit 230 and the second drive unit 240 are electrically connected to the battery assembly 300, correspondingly providing electrical energy for the operation of the first drive unit 230 and the second drive unit 240. Therefore, in practical applications, the multirotor aircraft can drive the rotor via the second drive unit 240. The rotor rotates to obtain the power required for flight and can drive the arm section 210 to rotate through the first drive section 230, thereby causing the first drive section 230 and the rotor section to tilt, so as to adjust the extension direction of the first axis and the direction of the resultant force on the rotor section when rotating. In addition, by controlling the rotation angle of multiple arm sections 210 separately, the power direction of the multi-rotor aircraft can be adjusted during flight, so that the multi-rotor aircraft can perform variable speed flight, perform flight actions such as acceleration, deceleration, and turning. Moreover, the fuselage component 100 does not need to adapt to the change in the direction of the first axis and tilt simultaneously with a large amplitude, which can reduce the amplitude of the fuselage attitude change of the multi-rotor aircraft during variable speed flight, improve the attitude stability of the fuselage component 100 in the air, and help enhance the maneuverability and wind resistance of the multi-rotor aircraft during operation.

[0021] It should be noted that, Figures 1 to 4 The rotor section is not shown. It is understood that the specific type and parameters of the rotor section can be selected according to actual needs, and no further restrictions are imposed here.

[0022] It should be noted that the multi-rotor aircraft provided in this application embodiment can be used as a drone or a manned aircraft in practical applications. It is understood that when the multi-rotor aircraft is used as a manned aircraft, the aforementioned fuselage component 100 can form a passenger space for people to ride in.

[0023] It is understood that the aforementioned first axis and the aforementioned second axis can be perpendicular to each other. For example, the extension direction of the aforementioned first axis can be perpendicular to the height direction of the fuselage assembly 100, and the aforementioned second axis is perpendicular to the first axis.

[0024] It is understood that multiple power units 200 can be arranged at equal angular intervals along the circumference of the fuselage assembly 100, thereby improving the balance of the multirotor aircraft. For example, the number of power units 200 can be four, six, or eight, etc.; taking the number of power units 200 as an example, the interval angle between two adjacent power units 200 in the circumference of the fuselage assembly 100 can be 90°.

[0025] It is understood that multiple power units 200 can operate independently to facilitate flexible control of the power direction of the multi-rotor aircraft in practical applications. For example, each power unit 200 may have one arm section 210, one rotor section, one first drive section 230, and one second drive section 240, with multiple first drive sections 230 and multiple second drive sections 240 operating independently.

[0026] It is understandable that, in the case of a multi-rotor aircraft including other electrical components, the battery assembly 300 can also be electrically connected to the aforementioned other electrical components to supply power to them.

[0027] like Figure 2 As shown, in one feasible embodiment, the first drive unit 230 includes: a drive motor 231 disposed on the body assembly 100; and a transmission mechanism 232 connected between the drive motor 231 and the arm 210; wherein the drive motor 231 is used to drive the arm 210 to rotate around a first axis through the transmission mechanism 232.

[0028] In this technical solution, the first drive unit 230 may include the aforementioned drive motor 231 and transmission mechanism 232. Based on the aforementioned configuration, the first drive unit 230 can utilize the drive motor 231 to output power, and the power output by the drive motor 231 can be converted by the transmission mechanism 232 and applied to the arm 210. This improves the tilt stability of the arm 210, the rotor, and the second drive unit 240 while reducing the power output performance requirements of the first drive unit 230, which helps to reduce the operating cost of the first drive unit 230.

[0029] It is understood that in this technical solution, the transmission mechanism 232 can have one or more transmission stages. The transmission form of each stage can be, but is not limited to, gear transmission, chain transmission, linkage transmission, and belt transmission.

[0030] It is understood that the aforementioned transmission mechanism 232 can be a reduction mechanism, which is beneficial to improve the output torque of the first drive unit 230, enhance the high-load start-up capability and response speed of the first drive unit 230, and further improve the maneuverability of the multi-rotor aircraft.

[0031] It is understood that the aforementioned drive motor 231 may be, but is not limited to, a servo motor.

[0032] like Figure 2 As shown, in one feasible embodiment, the transmission mechanism 232 includes: a fixed frame 232a, disposed on the body assembly 100; a driving pulley 232b, rotatably disposed on the fixed frame 232a and connected to the output shaft of the drive motor 231; a driven pulley 232c, rotatably disposed on the fixed frame 232a, and the arm portion 210 is connected to the driven pulley 232c; and a transmission belt 232d, drivingly connected between the driving pulley 232b and the driven pulley 232c.

[0033] In this technical solution, the transmission mechanism 232 may include the aforementioned fixed frame 232a, driving pulley 232b, driven pulley 232c, and transmission belt 232d. Based on the aforementioned configuration, the drive motor 231 can output power to the arm section 210 via belt drive. Thus, the transmission mechanism 232 can ensure smooth transmission between the drive motor 231 and the arm section 210 while having low operating noise and operating costs. It also facilitates the absorption of impact and vibration by utilizing the transmission belt 232d, thereby enhancing the overall operational stability and reliability of the power assembly 200.

[0034] In one feasible implementation, both the driving pulley 232b and the driven pulley 232c are synchronous pulleys, and the transmission belt 232d is a synchronous belt.

[0035] In this technical solution, both the driving pulley 232b and the driven pulley 232c can be synchronous pulleys. Correspondingly, the transmission belt 232d can be a synchronous belt. That is, the transmission method between the drive motor 231 and the arm 210 is synchronous belt transmission. Based on this, the risk of slippage of the transmission belt 232d can be reduced, the transmission ratio accuracy of the transmission mechanism 232 can be enhanced, it is beneficial to achieve precise control of the rotation of the arm 210, improve the power direction control accuracy of the multi-rotor aircraft, and further enhance the maneuverability and controllability of the multi-rotor aircraft.

[0036] like Figure 1 , Figure 3 and Figure 4 As shown, in one feasible implementation, the transmission mechanism 232 is a gear mechanism or a linkage mechanism.

[0037] In this technical solution, the transmission mechanism 232 can be a gear mechanism. Based on this, the transmission ratio accuracy of the transmission mechanism 232 can be enhanced, which is conducive to achieving precise control of the rotation of the arm 210, improving the accuracy of the power direction control of the multi-rotor aircraft, and further enhancing the maneuverability and controllability of the multi-rotor aircraft.

[0038] Alternatively, the transmission mechanism 232 can be a linkage mechanism. Based on this, the complexity of the component shape of the transmission mechanism 232 can be reduced, the wear of the components of the transmission mechanism 232 can be reduced, which is conducive to saving the maintenance cost of the transmission mechanism 232 and extending the service life of the transmission mechanism 232.

[0039] like Figures 1 to 4 As shown, in one feasible embodiment, the fuselage assembly 100 includes: a housing portion 110, a first drive portion 230 disposed on the housing portion 110; and a support portion 120 disposed on the outer bottom wall of the housing portion 110, with at least a portion of the battery assembly 300 disposed within the support portion 120.

[0040] In this technical solution, the fuselage assembly 100 may include the aforementioned housing portion 110 and support portion 120. Based on the aforementioned arrangement, the support portion 120 may be located below the housing portion 110 and may provide installation space for at least a portion of the battery assembly 300. By placing at least a portion of the battery assembly 300 within the support portion 120, the battery assembly 300 may be positioned at a relatively low position within the housing portion 110. Thus, the multirotor aircraft can utilize the battery assembly 300 to power the power assembly 200 while simultaneously using the battery assembly 300 as a counterweight structure to lower the overall center of gravity of the multirotor aircraft. This is beneficial for further enhancing the attitude stability of the fuselage assembly 100 in the air and improving the wind resistance of the multirotor aircraft.

[0041] In one feasible implementation, the battery assembly 300 includes a plurality of power batteries, the ratio of the total weight of the plurality of power batteries to the takeoff weight of the multirotor aircraft being greater than or equal to 0.4.

[0042] In this technical solution, the battery assembly 300 may include multiple aforementioned power batteries, and the ratio of the total weight of the multiple power batteries to the takeoff weight of the multirotor aircraft is greater than or equal to 0.4. Based on this, the weight ratio of the battery assembly 300 in the multirotor aircraft can be relatively high, which can enhance the counterweight effect of the battery assembly 300 in the multirotor aircraft, thereby further enhancing the attitude stability of the fuselage assembly 100 in the air and improving the wind resistance of the multirotor aircraft.

[0043] It is understandable that the aforementioned takeoff weight refers to the maximum permissible total weight for takeoff of a multi-rotor aircraft.

[0044] Understandably, in practical applications, the ratio of the total weight of multiple power batteries to the takeoff weight of the multi-rotor aircraft can be adjusted through structural design, component selection, and component material selection.

[0045] It is understandable that by including multiple power batteries in the battery assembly 300, the total battery capacity of the battery assembly 300 can be guaranteed to be high, which is beneficial to ensuring the endurance of the multi-rotor aircraft.

[0046] For example, the ratio of the total weight of multiple power batteries to the takeoff weight of the multi-rotor aircraft can be, but is not limited to, 0.4, 0.45, or 0.5.

[0047] In one possible implementation, the battery assembly 300 has a first portion located within a support portion 120 and a second portion located within a housing portion 110, the weight of the first portion being greater than the weight of the second portion.

[0048] In this technical solution, the battery assembly 300 may have a first part located within the support portion 120 and a second part located within the housing portion 110, and the weight of the first part is greater than the weight of the second part. That is, in practical applications, the housing portion 110 and the support portion 120 may respectively accommodate portions of the battery assembly 300, and the weight of the portion of the battery assembly 300 located within the support portion 120 is greater than the weight of the portion of the battery assembly 300 located within the housing portion 110. Based on this, the center of the battery assembly 300 can be placed at a relatively low position, thereby reducing the overall center of gravity of the multirotor aircraft, which is beneficial to further enhance the attitude stability of the fuselage assembly 100 in the air and improve the wind resistance of the multirotor aircraft.

[0049] For example, the weight of the first part is greater than or equal to twice the weight of the second part, thereby enhancing the overall center of gravity reduction effect on the multirotor aircraft.

[0050] like Figures 1 to 4 As shown, in one feasible embodiment, the multi-rotor aircraft further includes: a landing gear 400 disposed on the outer bottom wall of the fuselage 110; a power supply assembly 500, wherein the battery assembly 300 and the power supply assembly 500 are detachably disposed on the support 120, and the power supply assembly 500 is used to electrically connect the ground power supply system and the power assembly 200.

[0051] In this technical solution, the multirotor aircraft may also include the aforementioned landing gear 400. Based on the aforementioned configuration, the multirotor aircraft can utilize the landing gear 400 to bear the weight of other components and parts during parking and takeoff and landing, and to buffer the force during landing. This helps prevent damage to other components and parts of the multirotor aircraft, and improves the overall structural reliability and operational safety of the multirotor aircraft.

[0052] In this technical solution, the multirotor aircraft may further include the aforementioned power supply assembly 500. Based on the aforementioned configuration, both the battery assembly 300 and the power supply assembly 500 are detachably mounted on the support portion 120, thereby facilitating the multirotor aircraft to execute different flight modes in practical applications; such as... Figure 3 As shown, when the multirotor needs to operate in loitering mode, the battery assembly 300 can be installed on the support 120, and the power assembly 500 can be removed from the support 120. This allows the battery assembly 300 to provide power to the power assembly 200, reducing the overall weight of the multirotor and preventing the power assembly 500 from affecting its operation. When the multirotor needs to operate in tethered mode, the battery assembly 300 can be removed from the fuselage assembly 100, and the power assembly 500 can be installed on the support 120. This allows the multirotor to connect to a ground power supply system via the power assembly 500, providing the power required for the power assembly 200 to operate. Based on this, the multirotor can be operated in loitering or tethered mode according to actual usage needs, improving its ease of use and flexibility.

[0053] It should be noted that, Figure 3 A schematic structural diagram of a multi-rotor aircraft in its first state according to an embodiment of this application; Figure 4 This is a schematic structural diagram of a multirotor aircraft in a second state according to an embodiment of this application. The aforementioned first state refers to the state in which the battery assembly 300 is installed on the support portion 120 and the power supply assembly 500 is not installed; the aforementioned second state refers to the state in which the battery assembly 300 is not installed and the power supply assembly 500 is installed on the support portion 120.

[0054] Understandably, in practical applications, the input terminal of the power supply component 500 is used to electrically connect to the ground power supply system, and the output terminal of the power supply component 500 is used to electrically connect to the first drive unit 230 and the second drive unit 240.

[0055] It is understandable that, in the case of a multi-rotor aircraft including other electrical components, the output of the power supply assembly 500 can also be electrically connected to the aforementioned other electrical components to supply power to them.

[0056] like Figure 3 and Figure 4 As shown, in one feasible embodiment, the power supply assembly 500 includes: a tethered power supply 510, detachably disposed on the outer bottom wall of the support portion 120, the output end of the tethered power supply 510 being electrically connected to the power assembly 200; a power transmission cable, for electrically connecting the input end of the tethered power supply 510 to the ground power supply system; and an emergency battery 530, detachably disposed within the housing portion 110, the emergency battery 530 being used to supply power to the power assembly 200; wherein, when the emergency battery 530 is disposed within the housing portion 110, at least a portion of the emergency battery 530 is located within the support portion 120.

[0057] In this technical solution, the power supply component 500 may include the aforementioned tethered power supply 510, power transmission cables, and emergency battery 530. Based on the aforementioned configuration, the power supply component 500 can establish an electrical connection between the ground power supply system and the power component 200 using the tethered power supply 510 and power transmission cables, ensuring stable and reliable tethered flight of the multirotor aircraft. Furthermore, the power supply component 500 can also use the emergency battery 530 to provide emergency power to the power component 200. For example, when an anomaly occurs in the power transmission between the ground power supply system and the power component 200, the emergency battery 530 can be used to power the power component 200, providing the necessary electrical energy for the multirotor aircraft to return to the ground, thereby improving the safety and reliability of the multirotor aircraft.

[0058] It is understandable that by setting at least part of the emergency battery 530 within the support 120, the emergency battery 530 can be located at a lower position within the fuselage assembly 100, which helps to lower the center of gravity of the multirotor aircraft, improve the attitude stability of the fuselage assembly 100, and enhance the wind resistance of the multirotor aircraft.

[0059] Understandably, when the tethered power supply 510 is installed on the outer bottom wall of the support 120, it is located below the fuselage assembly 100, which facilitates the connection of the tethered power supply 510 to the ground power supply system and can further lower the center of gravity of the multi-rotor aircraft, improve the attitude stability of the fuselage assembly 100 and the wind resistance of the multi-rotor aircraft.

[0060] It is understandable that the number and capacity of the emergency battery 530 can be set according to actual needs, and no further restrictions are imposed here. For example, the number of emergency batteries 530 can be one; the capacity of the emergency battery 530 can be less than the capacity of the power battery.

[0061] In this application, the terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance; the term "multiple" refers to two or more unless otherwise expressly defined. The terms "install," "connect," "link," and "fix" should be interpreted broadly. For example, "connect" can mean a fixed connection, a detachable connection, or an integral connection; "link" can mean a direct connection or an indirect connection through an intermediate medium. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0062] In the description of this application, it should be understood that the terms "upper", "lower", "left", "right", "front", "rear", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or unit referred to must have a specific orientation or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this application.

[0063] In the description of this specification, the terms "one embodiment," "some embodiments," "specific embodiment," etc., refer to a specific feature, structure, material, or characteristic described in connection with that embodiment or example, which is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0064] The above are merely preferred embodiments of this application and are not intended to limit this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A multi-rotor aircraft, characterized in that, include: fuselage components (100); The power assembly (200) includes an arm section (210), a rotor section, a first drive section (230), and a second drive section (240). The first drive section (230) is disposed on the fuselage assembly (100). The arm section (210) is connected between the first drive section (230) and the second drive section (240). The rotor section is connected to the second drive section (240). The first drive section (230) is used to drive the arm section (210) to rotate around a first axis. The second drive section (240) is used to drive the rotor section to rotate around a second axis. The first axis and the second axis intersect. A battery assembly (300), disposed in the fuselage assembly (100), is used to supply power to the power assembly (200); The power components (200) are multiple, and the multiple power components (200) are arranged at intervals around the fuselage component (100).

2. The multi-rotor aircraft according to claim 1, characterized in that, The first drive unit (230) includes: A drive motor (231) is disposed on the fuselage assembly (100); The transmission mechanism (232) is connected between the drive motor (231) and the arm (210); The drive motor (231) is used to drive the arm (210) to rotate around the first axis via the transmission mechanism (232).

3. The multi-rotor aircraft according to claim 2, characterized in that, The transmission mechanism (232) includes: A mounting bracket (232a) is disposed on the fuselage assembly (100); The drive pulley (232b) is rotatably mounted on the fixed frame (232a) and connected to the output shaft of the drive motor (231); The driven pulley (232c) is rotatably mounted on the fixed frame (232a), and the arm (210) is connected to the driven pulley (232c). The drive belt (232d) is connected between the driving pulley (232b) and the driven pulley (232c).

4. The multi-rotor aircraft according to claim 3, characterized in that, Both the driving pulley (232b) and the driven pulley (232c) are synchronous pulleys, and the transmission belt (232d) is a synchronous belt.

5. The multi-rotor aircraft according to claim 2, characterized in that, The transmission mechanism (232) is a gear mechanism or a linkage mechanism.

6. The multi-rotor aircraft according to claim 1, characterized in that, The fuselage assembly (100) includes: The housing part (110) has the first drive part (230) disposed thereon. A support portion (120) is disposed on the outer bottom wall of the housing portion (110), and at least a portion of the battery assembly (300) is disposed within the support portion (120).

7. The multi-rotor aircraft according to claim 6, characterized in that, The battery assembly (300) includes multiple power batteries, and the ratio of the total weight of the multiple power batteries to the takeoff weight of the multi-rotor aircraft is greater than or equal to 0.

4.

8. The multi-rotor aircraft according to claim 6, characterized in that, The battery assembly (300) has a first portion located within the support portion (120) and a second portion located within the housing portion (110), the weight of the first portion being greater than the weight of the second portion.

9. The multi-rotor aircraft according to claim 6, characterized in that, Also includes: The landing gear (400) is disposed on the outer bottom wall of the housing portion (110); The power supply assembly (500) and the battery assembly (300) are detachably disposed on the support (120), and the power supply assembly (500) is used to electrically connect the ground power supply system and the power assembly (200).

10. The multi-rotor aircraft according to claim 9, characterized in that, The power supply assembly (500) includes: A tethered power supply (510) is detachably mounted on the outer bottom wall of the support (120), and the output end of the tethered power supply (510) is used to be electrically connected to the power assembly (200); A power transmission cable is used to electrically connect the input end of the tethered power supply (510) and the ground power supply system; An emergency battery (530) is detachably disposed within the housing (110) and is used to supply power to the power assembly (200); In the case where the emergency battery (530) is disposed within the housing portion (110), at least a portion of the emergency battery (530) is located within the support portion (120).

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