Multi-rotor unmanned aerial vehicle

Abstract

A multi-rotor unmanned aerial vehicle, comprising an airframe (1) and a tail (2), wherein the tail (2) is connected to the airframe (1). The tail (2) comprises a wing plate (21), the angle of incidence of the wing plate (21) being positive. When the multi-rotor unmanned aerial vehicle is in a cruise state, the pitch angle of the multi-rotor unmanned aerial vehicle is negative, and the angle of incidence of the wing plate (21) causes the angle of attack of the tail (2) to be positive.

Description

Multi-rotor drones

[0001] This application claims priority to Chinese Patent Application No. 202510372097.7, filed on March 25, 2025, entitled "Multi-rotor Unmanned Aerial Vehicle", the entire contents of which are incorporated herein by reference. Technical Field

[0002] This disclosure relates to the field of unmanned aerial vehicle technology, and more specifically, to a multi-rotor unmanned aerial vehicle. Background Technology

[0003] Currently, drones are widely used in various industries such as aerial photography, sports competitions, logistics and transportation, fire inspection, and security monitoring. Among them, multi-rotor drones are special drones with three or more rotor axes. Each axis is powered by an electric motor, which drives the rotors to generate thrust. By changing the relative speeds of the different rotors, the thrust of a single axis can be altered, thereby controlling the aircraft's trajectory. With the low-altitude economy gradually flourishing, there is an urgent need to improve the range of multi-rotor drones. Summary of the Invention

[0004] The purpose of this disclosure is to provide a multi-rotor unmanned aerial vehicle (UAV) capable of increasing its range, thereby at least partially solving the aforementioned technical problems.

[0005] To achieve the above objectives, this disclosure provides a multi-rotor unmanned aerial vehicle, comprising:

[0006] Organism; and

[0007] A tail fin, connected to the fuselage, the tail fin including a wingplate, the wingplate having a positive installation angle;

[0008] Specifically, when the multi-rotor UAV is in cruise mode, the pitch angle of the multi-rotor UAV is negative, and the mounting angle of the wingplate makes the angle of attack of the tail fin positive.

[0009] In one feasible implementation, the value of the mounting angle is determined based on the preset cruising speed of the multi-rotor UAV.

[0010] In one feasible implementation, the installation angle is 10° to 30°.

[0011] In one feasible implementation, the wingplate is positioned behind the center of gravity of the multi-rotor UAV along the longitudinal direction of the multi-rotor UAV.

[0012] In one feasible implementation, the wing plate has a top surface and a bottom surface that are disposed opposite each other along the height direction of the multi-rotor UAV, and the distance between the top surface and the bottom surface perpendicular to the chord line along the direction of the wing plate first increases and then decreases.

[0013] In one feasible implementation, the body includes a main body and a plurality of rotors connected to the main body, the width of the main body along the width direction of the multi-rotor UAV is D, and the distance between the two ends of the wingplate along the width direction of the multi-rotor UAV is 0.5D to 1.5D.

[0014] In one feasible implementation, the distance between the two ends of the wingplate along the length direction of the multi-rotor UAV is 0.1D to 0.5D.

[0015] In one feasible implementation, the wingplate includes a first end portion, a middle portion, and a second end portion sequentially arranged along the width direction of the multi-rotor UAV.

[0016] Wherein, along the width direction of the multi-rotor UAV, the first end is bent outward and downward from the side near the middle part.

[0017] In one feasible implementation, along the width direction of the multi-rotor UAV, the second end is bent outward and downward from the side near the middle portion.

[0018] In one possible implementation, the tail fin includes one or more connectors, at least one of the first end portion, the middle portion, and the second end portion being connected to the fuselage via the connectors.

[0019] In one possible implementation, the tail fin includes one or more connectors, and the number of winglets is set to one or more, the winglets being connected to the connectors and / or adjacent winglets.

[0020] In one possible implementation, the tail fin includes a plurality of winglets arranged side by side.

[0021] In one possible implementation, the mounting angles of any two of the winglets may be the same or different.

[0022] By employing the aforementioned technical solution, installing a tail fin on a multi-rotor drone can improve its range. Specifically, during cruise, the tail fin has a positive angle of attack, resulting in upward lift. This additional lift reduces the power consumed by the drone to overcome gravity. Furthermore, the addition of a tail fin weakens tail flow separation, thereby reducing drag. The drag-reducing effect of the tail fin further reduces the power consumed by the drone to overcome drag. In summary, the overall power consumption of the multi-rotor drone is reduced, thus increasing its range.

[0023] Other features and advantages of this disclosure will be described in detail in the following detailed description section. Attached Figure Description

[0024] The accompanying drawings are provided to further illustrate the present disclosure and form part of the specification. They are used together with the following detailed description to explain the present disclosure, but do not constitute a limitation thereof. In the drawings:

[0025] Figure 1 is a schematic diagram of the overall structure of the multi-rotor UAV provided in an exemplary embodiment of this disclosure;

[0026] Figure 2 is a schematic diagram of the tail fin provided in an exemplary embodiment of this disclosure;

[0027] Figure 3 is a structural schematic diagram illustrating the tail fin mounting angle provided in an exemplary embodiment of this disclosure;

[0028] Figure 4 is a structural schematic diagram illustrating the pitch angle and angle of attack of the tail fin provided in an exemplary embodiment of this disclosure;

[0029] Figure 5 is a graph showing the relationship between the range gain and airspeed of the multi-rotor UAV provided in the exemplary embodiments of this disclosure;

[0030] Figure 6 is a simulation diagram of the tail flow of a multi-rotor UAV without a tail fin in the related technology;

[0031] Figure 7 is a simulation diagram of the tail flow of a multi-rotor UAV after the tail fin is installed in an exemplary embodiment of this disclosure;

[0032] Figure 8 is a graph showing the relationship between the maximum rotor speed and airspeed of a multi-rotor UAV provided in an exemplary embodiment of this disclosure, wherein the multi-rotor UAV is compared with and without a tail fin.

[0033] Figure 9 is a graph showing the relationship between the overall power and airspeed of a multi-rotor UAV provided in an exemplary embodiment of this disclosure, wherein the comparison is made with and without a tail fin.

[0034] Explanation of reference numerals in the attached drawings: 1. Airframe; 11. Main body; 12. Rotor; 2. Tail fin; 21. Wing plate; 211. First end section; 212. Middle section; 213. Second end section; 22. Connector; a. Angle of installation; b. Pitch angle; c. Angle of attack; L. Wing chord. Detailed Implementation

[0035] The specific embodiments of this disclosure will be described in detail below with reference to the accompanying drawings. It should be understood that the specific embodiments described herein are for illustration and explanation only and are not intended to limit this disclosure.

[0036] In this disclosure, unless otherwise stated, "inner" and "outer" refer to the interior and exterior of the outline of the corresponding component; "far" and "near" refer to the distance of the corresponding component relative to another component in terms of spatial position. Furthermore, the terms "first," "second," etc., used in this disclosure are for distinguishing one element from another and do not have sequential or importance. When the following description relates to the accompanying drawings, unless otherwise indicated, the same numbers in different drawings represent the same or similar elements.

[0037] This disclosure provides a multi-rotor unmanned aerial vehicle (UAV), as shown in Figures 1 to 4, including a body 1 and a tail fin 2 connected to the body 1. The tail fin 2 includes a wing plate 21, and the mounting angle α of the wing plate 21 is a positive value. When the multi-rotor UAV is in cruise mode, the pitch angle b of the multi-rotor UAV is a negative value, and the mounting angle α of the wing plate 21 makes the angle of attack c of the tail fin 2 a positive value.

[0038] Wherein, pitch angle b is the angle between the aircraft's longitudinal axis (the axis from nose to tail) and the horizontal plane, and tail incidence angle a is the angle between the chord line L and the aircraft's longitudinal axis. The chord line L refers to the line connecting the leading edge and trailing edge of the tail fin 2 (wingplate 21).

[0039] By installing a tail fin 2 on a multi-rotor UAV using the above technical solution, the range of the multi-rotor UAV can be improved. Specifically, during cruise, the angle of attack c of the tail fin 2 is positive, resulting in vertical upward lift. This additional lift reduces the power consumed by the multi-rotor UAV to overcome gravity. Furthermore, the addition of the tail fin 2 weakens the flow separation at the tail of the multi-rotor UAV, thereby reducing drag caused by flow separation. The drag-reducing effect of the tail fin 2 further reduces the power consumed by the multi-rotor UAV to overcome drag. In summary, the overall power consumption of the multi-rotor UAV is reduced, thus increasing its range.

[0040] Flow separation refers to the phenomenon where, when a fluid flows along the surface of an object, at a certain point the fluid no longer adheres tightly to the surface but separates from it, forming a vortex or backflow zone. For aircraft, flow separation generates flight drag.

[0041] In some embodiments, referring to Figure 5, the inventors have discovered that the value of the installation angle α can be determined based on the preset cruise speed of the multi-rotor UAV. It is understood that the pitch angle b of the multi-rotor UAV is related to its cruise speed; when the cruise speed is slow, the absolute value of the pitch angle b is small, and when the cruise speed is fast, the absolute value of the pitch angle b is large. Therefore, considering that the pitch angle b is affected by the cruise speed of the multi-rotor UAV, and in order to keep the angle of attack c of the tail fin 2 positive, it needs to be determined based on the preset cruise speed of the multi-rotor UAV. The preset cruise speed of the multi-rotor UAV can be a constant value or a range value; this disclosure is not limited to this. Furthermore, the value of the installation angle α can refer to a specific numerical value or a range value.

[0042] It is understood that the range of the installation angle α is related to the preset cruise speed, meaning that the angle of attack c must remain positive when the multi-rotor UAV flies within the preset cruise speed (range). In some embodiments, this disclosure exemplarily sets the cruise speed range to 5 m / s to 20 m / s, in which case the installation angle α can be 10° to 30°, ensuring that the angle of attack c remains positive when the multi-rotor UAV cruises within this speed range. Of course, if the cruise speed of the multi-rotor UAV needs to be increased according to actual usage requirements, the installation angle α can be increased accordingly; this disclosure is not limited to this.

[0043] Furthermore, when the multi-rotor drone flies at high speeds, an excessively large absolute value of the pitch angle b results in a negative actual angle of attack c for the tail fin 2. This causes the tail fin 2 to experience negative vertical lift, which in turn reduces the drone's range. Therefore, the value of the installation angle α (within a certain range) can be designed to keep the angle of attack c positive during the multi-rotor drone's cruise. In other words, this increases the multi-rotor drone's range when flying at a preset cruise speed.

[0044] In some embodiments, referring to Figures 1 and 8, curve a in Figure 8 represents the relationship between the maximum rotor speed and airspeed of the multi-rotor UAV without a tail fin, and curve b represents the relationship between the maximum rotor speed and airspeed of the multi-rotor UAV with a tail fin 2 installed. Along the longitudinal direction of the multi-rotor UAV, the wingplate 21 can be positioned behind the center of gravity of the multi-rotor UAV. In this way, the lift from the tail fin 2 provides the multi-rotor UAV with an additional nose-down torque. This nose-down torque is required for the multi-rotor UAV to maintain balance during forward flight, and this torque is typically provided by the differential rotation of the front and rear rotors 12. That is, the rear rotor 12 of the multi-rotor UAV rotates at a higher speed and generates greater thrust. However, the tail fin 2 provides an additional nose-down torque, so the rear rotor 12 of the multi-rotor UAV does not need to increase its rotation speed to generate greater thrust, thereby reducing power consumption and increasing the range of the multi-rotor UAV.

[0045] It is understood that the body 1 of a multi-rotor drone may include a main body 11 and multiple rotors 12, which are arranged symmetrically at the center. This disclosure exemplarily sets the number of rotors 12 to four. Along the longitudinal direction of the multi-rotor drone, a pair of rotors 12 are connected to the front of the main body 11, and another pair of rotors 12 are connected to the rear of the main body 11. Of course, the number of rotors 12 can be more than that, and this disclosure does not specifically limit this.

[0046] In some embodiments, referring to Figures 3 and 4, the wing plate 21 has a top surface and a bottom surface that are arranged opposite each other along the altitude direction of the multi-rotor UAV. The distance between the top surface and the bottom surface, perpendicular to the chord line L, along the direction of the chord line L of the wing plate 21 can be increased first and then decreased. In this way, the thickness distribution of the wing plate 21 can be optimized to improve the aerodynamic performance and structural safety of the tail fin 2.

[0047] For example, by optimizing the thickness distribution, the lift characteristics of the tail fin 2 can be improved and drag reduced. Specifically, by optimizing the thickness distribution, the lift coefficient of the tail fin 2 can be increased without significantly increasing drag. In particular, appropriately increasing the thickness in the leading edge region helps to create more effective airflow guidance, thereby improving lift performance. Furthermore, an appropriate thickness distribution can optimize pressure distribution, reducing the pressure difference between local high-pressure and low-pressure areas, thus reducing pressure drag. This allows the airflow to bypass the tail fin 2 more smoothly, reducing the generation of turbulence and eddies. Simultaneously, it can also improve the airflow characteristics at the tip of the tail fin 2, reducing induced drag (drag caused by lift generation), especially under high lift conditions.

[0048] Furthermore, by optimizing the thickness distribution, the structural strength of the tail fin 2 can be increased. For example, appropriately increasing the thickness in certain critical areas (such as the leading and trailing edges) can enhance the structural strength of these parts, making them more resistant to the effects of mechanical stress and vibration. At the same time, a rationally designed thickness distribution can avoid local stress concentration, prevent premature material failure or excessive deformation, thereby improving the overall structural safety.

[0049] Furthermore, the inventors discovered that the lift generated by the tail fin 2 is proportional to its area. Therefore, the area of ​​the wingplate 21 projected onto the horizontal plane (or the plane formed by the longitudinal (length) and transverse (width) axes of the drone) is the effective working area. Thus, designing the width and length of the wingplate 21 according to the dimensions of the main body 11 can increase the area of ​​the aforementioned region, generating sufficient lift at lower speeds to support the weight of the multi-rotor drone, which is beneficial for its takeoff and landing. However, an excessively large tail fin area can also result in additional structural weight. For example, the dimensions of the wingplate 21 can be designed according to the width of the main body 11. For instance, referring to Figure 1, the width of the main body 11 along the width direction of the multi-rotor drone is D, where the distance between the two ends of the wingplate 21 along the width direction of the multi-rotor drone (i.e., the length of the wingplate 21 along this width direction) can be 0.5D to 1.5D; and / or, the distance between the two ends of the wingplate 21 along the length direction of the multi-rotor drone (i.e., the length of the wingplate 21 along this length direction) can be 0.1D to 0.5D. This increases the effective working area of ​​the wing plate 21, generating sufficient lift at lower speeds to support the weight of the multi-rotor UAV, which is beneficial for its takeoff and landing. The length direction of the multi-rotor UAV is parallel to its longitudinal axis, and its width direction is perpendicular to its longitudinal axis.

[0050] Furthermore, as the area of ​​the aforementioned region increases, induced drag generally decreases because the lift distribution becomes more uniform and the lift requirement per unit area decreases. However, this effect is not linear; there exists an optimal range of areas within which induced drag is minimized.

[0051] For example, this disclosure sets the takeoff weight of the multi-rotor UAV to 10 kg to 25 kg. It is understood that this takeoff weight can be the sum of the multi-rotor UAV's own weight and its payload. Furthermore, this disclosure sets the cruising speed range of the multi-rotor UAV to 5 m / s to 20 m / s. Therefore, by calculating the aerodynamic performance under different tail fin areas through fluid dynamics simulations and considering the specific application of the UAV, the area of ​​the region projected onto the horizontal plane by the aforementioned wingplate 21 is set. This disclosure is not limited thereto.

[0052] In some embodiments, referring to FIG2, the wing plate 21 includes a first end portion 211, a middle portion 212, and a second end portion 213 sequentially arranged along the width direction of the multi-rotor UAV. The first end portion 211 is bent downwards and outwards from the side near the middle portion 212 along the width direction of the multi-rotor UAV; and / or, the second end portion 213 is bent downwards and outwards from the side near the middle portion 212 along the width direction of the multi-rotor UAV. This improves the aerodynamic performance of the multi-rotor UAV and enhances its flight stability and controllability.

[0053] Specifically, when at least one of the first end portion 211 and the second end portion 213 bends downward, it can change the direction and velocity distribution of the airflow behind the tail fin 2, thereby reducing induced drag. At the same time, it can help delay the separation point of the airflow on the surface of the tail fin 2, allowing the airflow to bypass the tail fin 2 more smoothly, reducing the generation of turbulence and eddies, and further reducing drag.

[0054] Furthermore, when at least one of the first end portion 211 and the second end portion 213 bends downward, the effective area of ​​the tail fin 2 can be increased, particularly providing more stabilizing surface in the pitch direction, thereby enhancing the longitudinal stability of the multi-rotor UAV. This means that the multi-rotor UAV is more likely to recover to a stable flight attitude when disturbed. Simultaneously, it also helps improve the lateral stability of the multi-rotor UAV, especially under low-speed or high angle-of-attack (C) flight conditions, allowing the airflow to be more evenly dispersed to both sides, reducing the tendency for yaw and roll.

[0055] This disclosure exemplarily provides that both the first end 211 and the second end 213 are bent downwards. In some other alternative embodiments, one of the first end 211 and the second end 213 may be bent downwards, but this disclosure is not limited thereto.

[0056] In some embodiments, referring to Figures 1 and 2, the tail fin 2 includes one or more connectors 22, at least one of the first end portion 211, the middle portion 212, and the second end portion 213 being connected to the body 1 via the connector 22. In this disclosure, the connector 22 is exemplarily arranged to extend vertically. Thus, the connector 22 can function as a vertical wing to improve the flight stability of the multi-rotor UAV.

[0057] Understandably, when a multi-rotor drone is subjected to crosswinds or other external disturbances, the connector 22 can help it maintain its original heading and reduce unnecessary yaw motion. At the same time, the connector 22 can guide airflow so that any deviation from the predetermined heading can generate a restoring torque, helping the multi-rotor drone return to the correct heading.

[0058] Furthermore, the presence of this connector 22 helps optimize the airflow distribution around the entire airframe 1, reducing the formation of turbulence and vortices, thereby reducing drag and improving flight efficiency. It also helps reduce cross-interference between the lifting surfaces of different rotors 12, improving overall aerodynamic characteristics.

[0059] This disclosure exemplarily sets the number of connectors 22 to two, with the two connectors 22 disposed at both ends of the body 11 of the multi-rotor UAV along the width direction. The sides of the two connectors 22 away from the body 11 are respectively connected to the connection point of the first end 211 and the middle portion 212, and the connection point of the second end 213 and the middle portion 212. In some other possible alternative embodiments not shown in the figures, the number of connectors 22 may also be set to one, in which case the connector 22 may be disposed at the middle portion of the body 11 along the width direction. This disclosure is not limited thereto.

[0060] In some embodiments, referring to Figures 1 and 2, the number of winglets 21 can be set to one. For example, when the number of winglets 21 is set to one, the winglet 21 can be connected to the body 1 by a connector 22.

[0061] Furthermore, in some other possible alternative embodiments not shown in the accompanying drawings, the number of winglets 21 may be multiple, wherein winglets 21 may be connected to connectors 22 and / or other winglets 21. When the number of winglets 21 is multiple, at least one winglet 21 is connected to the fuselage 1 via connectors 22, and the other winglets 21 may also be connected to the fuselage 1 via connectors 22, or the other winglets 21 may be connected to adjacent winglets 21 (which may be directly or indirectly connected to the fuselage 1 via connectors 22). For example, the number of winglets 21 may be two, one of which is connected to the fuselage 1 via two connectors 22, and the other winglet 21 is connected to this winglet 21. This disclosure does not specifically limit this aspect.

[0062] In some embodiments, multiple wingplates 21 can be arranged side by side, wherein the mounting angle α of any two wingplates 21 can be the same or different. It is understood that the mounting angle α, mounting position, size, and airfoil of the wingplates 21 can be adaptively set according to actual usage requirements, so that the range of the multi-rotor UAV can be improved by setting the number of wingplates 21 to multiple positions that can cooperate. The multiple wingplates 21 can be arranged side by side along the length direction of the UAV, along the height direction of the UAV, or even along the width direction of the UAV. Furthermore, the multiple wingplates 21 can be arranged in directions other than the length, width, and height directions; this disclosure does not specifically limit this arrangement.

[0063] This disclosure exemplarily simulates the aforementioned multi-rotor UAV, wherein the multi-rotor UAV has a takeoff weight of 10kg to 25kg, a cruising speed range of 5m / s to 20m / s, an installation angle α of 10° to 30°, and a tail fin 2 with an airfoil shape of NACA4412. In this case, through hydrodynamic simulation, the tail fin 2 functions to improve the range of the multi-rotor UAV in the following ways.

[0064] Specifically, the tail fin 2 provides approximately 3N of lift, and the total lift of the multi-rotor UAV increases from approximately 0N to approximately 3N. Referring to Figures 6 and 7, the tail flow separation of the multi-rotor UAV is reduced, thus decreasing drag by approximately 1N. Referring to Figure 8, curve a represents the relationship between the maximum rotor speed and airspeed of the multi-rotor UAV without tail fin 2, while curve b represents the relationship between the maximum rotor speed and airspeed with tail fin 2 installed. Tail fin 2 provides nearly 7% of the nose-down torque, reducing the rotational speed of the rear rotor 12 by approximately 60 RPM. Based on actual measurements, the power of the multi-rotor UAV at different airspeeds is shown in Figure 9. Curve a in Figure 9 represents the relationship between the overall power of the multi-rotor UAV and airspeed without the tail fin 2 installed, while curve b represents the relationship between the overall power of the multi-rotor UAV and airspeed with the tail fin 2 installed. Under the combined effects of the tail fin 2 generating lift, reducing drag, and providing nose-down torque, the overall power of the multi-rotor UAV is reduced, thus increasing its range. Converting the power gain to range gain, as shown in Figure 5, the tail fin 2 has an effect of increasing the range when the multi-rotor UAV is cruising within the aforementioned pre-set speed range.

[0065] Therefore, depending on the actual usage requirements, different sizes, airfoils, and installation angles α of the tail fins 2 can be selected to increase the range of the multi-rotor UAV when performing missions.

[0066] The preferred embodiments of this disclosure have been described in detail above with reference to the accompanying drawings. However, this disclosure is not limited to the specific details of the above embodiments. Within the scope of the technical concept of this disclosure, various simple modifications can be made to the technical solutions of this disclosure, and these simple modifications all fall within the protection scope of this disclosure.

[0067] It should also be noted that the various specific technical features described in the above specific embodiments can be combined in any suitable manner without contradiction. In order to avoid unnecessary repetition, this disclosure will not describe the various possible combinations separately.

[0068] Furthermore, various different embodiments of this disclosure can be combined in any way, as long as they do not violate the spirit of this disclosure, they should also be regarded as the content disclosed in this disclosure.

Claims

1. A multi-rotor unmanned aerial vehicle, characterized in that, include: Organism; and A tail fin, connected to the fuselage, the tail fin including a wingplate, the wingplate having a positive installation angle; Specifically, when the multi-rotor UAV is in cruise mode, the pitch angle of the multi-rotor UAV is negative, and the mounting angle of the wingplate makes the angle of attack of the tail fin positive.

2. The multi-rotor UAV according to claim 1, characterized in that, The value of the installation angle is determined based on the preset cruising speed of the multi-rotor UAV.

3. The multi-rotor UAV according to claim 1 or 2, characterized in that, The installation angle is 10° to 30°.

4. The multi-rotor UAV according to claim 1, characterized in that, Along the longitudinal direction of the multi-rotor UAV, the wing plate is located behind the center of gravity of the multi-rotor UAV.

5. The multi-rotor UAV according to claim 1, characterized in that, The wing plate has a top surface and a bottom surface that are arranged opposite each other along the height direction of the multi-rotor UAV. Along the chord line of the wing plate, the distance between the top surface and the bottom surface, which is perpendicular to the chord line, first increases and then decreases.

6. The multi-rotor UAV according to claim 1, characterized in that, The body includes a main body and multiple rotors connected to the main body. The width of the main body along the width direction of the multi-rotor UAV is D, and the distance between the two ends of the wingplate along the width direction of the multi-rotor UAV is 0.5D to 1.5D.

7. The multi-rotor UAV according to claim 6, characterized in that, The distance between the two ends of the wingplate along the length of the multi-rotor UAV is 0.1D to 0.5D.

8. The multi-rotor UAV according to claim 1, characterized in that, The wing plate includes a first end portion, a middle portion, and a second end portion arranged sequentially along the width direction of the multi-rotor UAV. Wherein, along the width direction of the multi-rotor UAV, the first end is bent outward and downward from the side near the middle part.

9. The multi-rotor UAV according to claim 8, characterized in that, Along the width direction of the multi-rotor UAV, the second end is bent outward and downward from the side near the middle part.

10. The multi-rotor UAV according to claim 8, characterized in that, The tail fin includes one or more connectors, and at least one of the first end portion, the middle portion, and the second end portion is connected to the fuselage via the connectors.

11. The multi-rotor UAV according to claim 1, characterized in that, The tail fin includes one or more connectors, and the number of wing plates is set to one or more, with the wing plates connected to the connectors and / or adjacent wing plates.

12. The multi-rotor UAV according to claim 1, characterized in that, The tail fin includes multiple wing panels arranged side by side.

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