阅读说明：本技术 一种多旋翼全向飞行器及其控制方法 (Multi-rotor omnidirectional aircraft and control method thereof ) 是由 何旭东 张汝康 于 2020-12-30 设计创作，主要内容包括：本发明公开了一种多旋翼全向飞行器及其控制方法,包括：发动机、传动系统、旋翼系统、飞控系统；所述飞控系统控制所述发动机启停及输出功率大小；所述发动机通过所述传动系统驱动所述旋翼系统；所述旋翼系统包括多个非共平面设置的旋翼轴；桨叶与所述旋翼轴之间还设置有变距机构；所述发动机为燃油发动机或油电混合发动机其中一种；所述发动机安装于飞行器中部位置；所述旋翼轴转动方向不全相同；所述飞控系统与所述变距机构电连；本发明优点在于,通过选取油动发动机,并设置了合理的传动及变距机构,结合具体控制方法实现了全向飞行兼具高机动、长续航的能力,同时依靠增设的变距机构更进一步提升了机动性能,整体装置更加简单合理。(The invention discloses a multi-rotor omnidirectional aircraft and a control method thereof, wherein the control method comprises the following steps: the system comprises an engine, a transmission system, a rotor wing system and a flight control system; the flight control system controls the starting and stopping of the engine and the output power; the engine drives the rotor system through the transmission system; the rotor system includes a plurality of non-coplanar disposed rotor shafts; a variable pitch mechanism is also arranged between the paddle and the rotor shaft; the engine is one of a fuel engine or a fuel-electric hybrid engine; the engine is arranged in the middle of the aircraft; the rotation directions of the rotor shaft are not all the same; the flight control system is electrically connected with the pitch changing mechanism; the invention has the advantages that the omnidirectional flight has the capabilities of high maneuverability and long endurance by selecting the oil-driven engine, arranging the reasonable transmission and variable pitch mechanism and combining a specific control method, and the maneuverability is further improved by depending on the additional variable pitch mechanism, so that the whole device is simpler and more reasonable.)

1. A multi-rotor omnidirectional aircraft comprising: the system comprises an engine, a transmission system, a rotor wing system and a flight control system; the flight control system controls the starting and stopping of the engine and the output power; the engine drives the rotor system through the transmission system;

wherein the rotor system comprises a plurality of non-coplanar rotor shafts; each rotor shaft is correspondingly provided with at least two blades; the blades are connected with the rotor shaft through a hub, and a variable pitch mechanism is arranged between the blades and the rotor shaft; the rotor shafts of the rotor system are divided into two groups and are symmetrically distributed above and below the engine;

the engine is one of a fuel engine or a fuel-electric hybrid engine; the engine is arranged in the middle of the aircraft;

the transmission system comprises a main transmission shaft and a transmission mechanism; the transmission mechanisms are provided with two groups and are respectively positioned above and below the engine; the output end of the engine is rotatably connected with the main transmission shaft, two ends of the main transmission shaft are respectively connected with two groups of transmission mechanisms, and the transmission mechanisms are connected with and drive the corresponding rotor shafts; the rotation directions of the rotor shaft are not all the same;

the flight control system is electrically connected with the pitch changing mechanism;

many rotors omnidirectional aircraft still includes many vaulting poles, and the end of each vaulting pole is totally coplanar setting.

2. The multi-rotor omnidirectional aircraft of claim 1, wherein the hub is a flexible hub having a center fixedly attached to the rotor shaft; the tail end of the propeller hub is fixedly connected with the propeller blades through upper and lower clamping plates which are symmetrically arranged, and the propeller pitch change is realized through elastic deformation.

3. The multi-rotor omnidirectional aerial vehicle of claim 2, wherein the pitch mechanism comprises: the device comprises a variable-pitch rocker arm, a variable-pitch pull rod, a rotating ring, a non-rotating ring and a steering engine;

the variable pitch rocker arms are fixedly arranged at the roots of the upper clamping plate and the lower clamping plate; the tail end of the variable pitch rocker arm is hinged with one end of the variable pitch pull rod, and the other end of the variable pitch pull rod is hinged on the rotating ring; the rotating ring is rotatably connected with the non-rotating ring and sleeved on the rotor shaft; the non-rotating ring is connected with the rocker arm of the steering engine through a pull rod.

4. The multi-rotor omnidirectional aircraft of claim 3, wherein a shaft sleeve is sleeved outside the rotor shaft, one end of the shaft sleeve is fixedly mounted on the main body of the multi-rotor omnidirectional aircraft, and the other end of the shaft sleeve is fixedly mounted with the steering engine.

5. The multi-rotor omnidirectional aerial vehicle of claim 1 or 4, wherein the body of the multi-rotor omnidirectional aerial vehicle comprises a first bulkhead, a second bulkhead, a first cover plate, and a second cover plate;

the engine is fixedly arranged between the first partition plate and the second partition plate; the main transmission shaft is also vertically arranged between the first partition plate and the second partition plate, and the output end of the engine is rotationally connected with the main transmission shaft through a gear set; the upper end and the lower end of the main transmission shaft respectively penetrate through the first partition plate and the second partition plate; the transmission mechanisms are respectively arranged on the outer surfaces of the first partition plate and the second partition plate;

the first cover plate is arranged on one side, away from the engine, of the first partition plate, and the second cover plate is arranged on one side, away from the engine, of the second partition plate;

the first cover plate and the second cover plate are in one of a conical round platform structure, a conical frustum structure or a spherical crown structure; two sets of rotor shafts are respectively installed on the peripheral side surfaces of the first cover plate and the second cover plate.

6. The multi-rotor omnidirectional aircraft of claim 5, wherein the transmission is a gear set comprising a drive gear, a first driven gear, a reversing gear, and a second driven gear;

the driving gear is fixedly sleeved on the main transmission shaft, a plurality of first driven gears and a plurality of reversing gears are meshed with the outer ring along the circumferential direction, and the reversing gears and the driven gears are alternately distributed; each reversing gear is provided with one second driven gear on one side far away from the driving gear and meshed with the driving gear; and each first driven gear and each second driven gear are connected with one rotor shaft.

7. The multi-rotor omnidirectional aircraft of claim 6, wherein the drive gear, the first driven gear, the reversing gear, and the second driven gear are all cylindrical gears; the first driven gear and the second driven gear are connected with the corresponding rotor wing shafts through universal joints.

8. The multi-rotor omnidirectional aircraft of claim 1, further comprising a housing, wherein the housing is ellipsoidal, and wherein the strut ends are removably coupled to the housing; through holes are formed in the surface of the shell at positions corresponding to the paddle disks, and the diameter of each through hole is larger than that of each paddle disk; the surface of the shell is also provided with a plurality of lightening holes.

9. A method of controlling a multi-rotor omnidirectional aircraft according to any one of claims 1 to 8, wherein the method of controlling the flight direction is:

the multi-rotor omnidirectional aircraft has m rotor shafts; all the rotor shafts have the same rotating speed, and the blades of each rotor shaft change the attack angle through the corresponding torque-variable mechanisms so as to change the tension and the torque of the rotor shafts;

under the condition of any posture, n rotor shafts forming an obtuse angle with the gravity direction can be found, and the attack angles of blades corresponding to the n rotor shafts are controlled to be positive attack angles through the variable pitch mechanism, so that pulling force is provided; the pitch of the attack angles of the blades corresponding to the other (m-n) rotor shafts are changed into negative attack angles through a pitch changing mechanism, and thrust is provided; the resultant force of the multi-rotor omnidirectional aircraft is equal to the gravity in the gravity direction, and the other force component direction is equal to the set motion direction;

wherein n is less than m, 4 is less than or equal to m, and both n and m are positive integers.

10. The method of claim 9, wherein the method of controlling the pivoting comprises:

s1, establishing a plane perpendicular to the rotating shaft, and projecting the paddle disk corresponding to each rotor shaft on the plane;

s2, selecting a rotor shaft with the rotating direction of a paddle disk being the same as the set shaft direction for marking;

and S3, increasing the attack angle of the blade corresponding to the rotor shaft marked in the S2, decreasing the attack angles of the blades corresponding to other rotor shafts, keeping the direction and the size of the resultant external force of the multi-rotor omnidirectional aircraft unchanged, changing the torque around the shaft, and completing the rotation around the shaft.

Technical Field

The invention relates to the technical field of aircrafts, in particular to a multi-rotor omnidirectional aircraft and a control method thereof.

Background

At present, along with the gradual maturity of unmanned aerial vehicle technology, the applicable field and the market of unmanned aerial vehicle are also more and more extensive. Along with the application development, corresponding technical requirements are increasing day by day, and in the face of more complex space environment and greater flexibility requirements, an omnidirectional aircraft is gradually created, which is based on the adoption of a multi-shaft multi-rotor aircraft, and the non-coplanar design of each rotor shaft is further performed, so that the overall maneuvering performance of the aircraft is improved, and more large maneuvering actions can be made in the air. The existing rotary wing type omnidirectional aircraft adopts a single-shaft single electric aviation motor (such as a hollow cup motor) for control, the principle is that the number of accessories can be reduced by controlling the motor, and the single-shaft rotating speed regulation can be realized, so that the lift force generated by the blades is changed. However, the battery is adopted as the energy storage unit in the design, the endurance requirement cannot be well met, the power of the motor also limits the overall flight capability, and the wind resistance level is insufficient.

Patent 201721888513.6 discloses a non-planar eight-rotor omnidirectional aircraft. The wind power generator comprises a generator body, eight supporting arms and eight rotors, wherein one ends of the eight supporting arms are arranged on the generator body, the eight rotors are respectively arranged in the middle of the supporting arms, and the spatial positions of the other ends of the eight supporting arms are positioned at the top point of a cube taking the generator body as the center. Above-mentioned technical scheme has specifically adopted reversible motor drive rotor, and although the motor turns to variably, the turning to of rotor can not change because the wing section of rotor is that the leading edge is thick, and the trailing edge is thin, and the rotor turns to and will not provide lift. Therefore, the technical scheme can not realize full-attitude flight, upward pulling force can be provided only by the four upper rotary wings, and upward pushing force is provided by the four lower rotary wings to realize flight. In case unmanned aerial vehicle reverses from top to bottom, four rotors that originally leaned on can't switch into the pulling force state from the thrust state. The four rotors which lean up originally cannot be switched into a thrust state from a tension state. Further combine aforementioned content, 8 motors and batteries are still needed to this scheme, and the direction of the pulling force that the rotor provided has great contained angle with the gravity direction, and the interference of air current between the upper and lower rotor in addition, whole continuation of journey is difficult to guarantee.

Disclosure of Invention

The technical problem to be solved by the invention is as follows: there is a need to provide a multi-rotor omnidirectional aircraft with long endurance and better maneuverability.

The technical scheme adopted by the invention for solving the technical problem is as follows:

a multi-rotor omnidirectional aircraft comprising: the system comprises an engine, a transmission system, a rotor wing system and a flight control system; the flight control system controls the starting and stopping of the engine and the output power; the engine drives the rotor system through the transmission system;

the rotor system includes a plurality of non-coplanar disposed rotor shafts; each rotor shaft is correspondingly provided with at least two blades; the blades are connected with the rotor shaft through a hub, and a variable pitch mechanism is arranged between the blades and the rotor shaft; the rotor shafts of the rotor system are divided into two groups and are symmetrically distributed above and below the engine;

the engine is one of a fuel engine or a fuel-electric hybrid engine; the engine is arranged in the middle of the aircraft;

the transmission system comprises a main transmission shaft and a transmission mechanism; the transmission mechanisms are provided with two groups and are respectively positioned above and below the engine; the output end of the engine is rotatably connected with the main transmission shaft, two ends of the main transmission shaft are respectively connected with two groups of transmission mechanisms, and the transmission mechanisms are connected with and drive the corresponding rotor shafts; the rotation directions of the rotor shaft are not all the same;

the flight control system is electrically connected with the pitch changing mechanism;

many rotors omnidirectional aircraft still includes many vaulting poles, and the end of each vaulting pole is totally coplanar setting.

Further, the hub is a flexible hub, and the center of the hub is fixedly connected with the rotor shaft; the tail end of the propeller hub is fixedly connected with the propeller blades through upper and lower clamping plates which are symmetrically arranged, and the propeller pitch change is realized through elastic deformation.

Still further, the pitch change mechanism includes: the device comprises a variable-pitch rocker arm, a variable-pitch pull rod, a rotating ring, a non-rotating ring and a steering engine;

the variable pitch rocker arms are fixedly arranged at the roots of the upper clamping plate and the lower clamping plate; the tail end of the variable pitch rocker arm is hinged with one end of the variable pitch pull rod, and the other end of the variable pitch pull rod is hinged on the rotating ring; the rotating ring is rotatably connected with the non-rotating ring and sleeved on the rotor shaft; the non-rotating ring is connected with the rocker arm of the steering engine through a pull rod.

Furthermore, the rotor shaft is externally sleeved with a shaft sleeve, one end of the shaft sleeve is fixedly installed on the main body of the multi-rotor omnidirectional aircraft, and the other end of the shaft sleeve is fixedly installed with the steering engine.

Furthermore, the main body of the multi-rotor omnidirectional aircraft comprises a first partition plate, a second partition plate, a first cover plate and a second cover plate;

the engine is fixedly arranged between the first partition plate and the second partition plate; the main transmission shaft is also vertically arranged between the first partition plate and the second partition plate, and the output end of the engine is rotationally connected with the main transmission shaft through a gear set; the upper end and the lower end of the main transmission shaft respectively penetrate through the first partition plate and the second partition plate; the transmission mechanisms are respectively arranged on the outer surfaces of the first partition plate and the second partition plate;

the first cover plate is arranged on one side, away from the engine, of the first partition plate, and the second cover plate is arranged on one side, away from the engine, of the second partition plate;

the first cover plate and the second cover plate are in one of a conical round platform structure, a conical frustum structure or a spherical crown structure; two sets of rotor shafts are respectively installed on the peripheral side surfaces of the first cover plate and the second cover plate.

Furthermore, the transmission mechanism is a gear set and comprises a driving gear, a first driven gear, a reversing gear and a second driven gear;

the driving gear is fixedly sleeved on the main transmission shaft, a plurality of first driven gears and a plurality of reversing gears are meshed with the outer ring along the circumferential direction, and the reversing gears and the driven gears are alternately distributed; each reversing gear is provided with one second driven gear on one side far away from the driving gear and meshed with the driving gear; and each first driven gear and each second driven gear are connected with one rotor shaft.

Furthermore, the driving gear, the first driven gear, the reversing gear and the second driven gear are all cylindrical gears; the first driven gear and the second driven gear are connected with the corresponding rotor wing shafts through universal joints.

The support rod is characterized by further comprising an outer shell, wherein the outer shell is in an ellipsoid shape, and the tail end of the support rod is detachably connected with the outer shell; through holes are formed in the surface of the shell at positions corresponding to the paddle disks, and the diameter of each through hole is larger than that of each paddle disk; the surface of the shell is also provided with a plurality of lightening holes.

On the other hand, the invention also provides a corresponding control method according to the multi-rotor omnidirectional aircraft, and the flight direction control method comprises the following steps:

the multi-rotor omnidirectional aircraft has m rotor shafts; all the rotor shafts have the same rotating speed, and the blades of each rotor shaft change the attack angle through the corresponding torque-variable mechanisms so as to change the tension and the torque of the rotor shafts;

under the condition of any posture, n rotor shafts forming an obtuse angle with the gravity direction can be found, and the attack angles of blades corresponding to the n rotor shafts are controlled to be positive attack angles through the variable pitch mechanism, so that pulling force is provided; the pitch of the attack angles of the blades corresponding to the other (m-n) rotor shafts are changed into negative attack angles through a pitch changing mechanism, and thrust is provided; the resultant force of the multi-rotor omnidirectional aircraft is equal to the gravity in the gravity direction, and the other force component direction is equal to the set motion direction;

wherein n is less than m, 4 is less than or equal to m, and both n and m are positive integers.

Further, the control method of the rotation around the shaft comprises the following steps:

s1, establishing a plane perpendicular to the rotating shaft, and projecting the paddle disk corresponding to each rotor shaft on the plane;

s2, selecting a rotor shaft with the rotating direction of a paddle disk being the same as the set shaft direction for marking;

and S3, increasing the attack angle of the blade corresponding to the rotor shaft marked in the S2, decreasing the attack angles of the blades corresponding to other rotor shafts, keeping the direction and the size of the resultant external force of the multi-rotor omnidirectional aircraft unchanged, changing the torque around the shaft, and completing the rotation around the shaft.

The invention has the following advantages:

according to the invention, the oil-driven engine is selected, and the reasonable transmission and distance changing mechanism is arranged, so that the high maneuverability and long endurance capability of the omnidirectional aircraft are realized, the maneuverability is further improved by the aid of the additionally arranged distance changing mechanism, and the whole device is simpler and more reasonable.

Drawings

In order to illustrate the embodiments of the present invention more clearly, the drawings that are needed in the embodiments will be briefly described below, it is obvious that the drawings in the following description are only one or several embodiments of the present invention, and that other drawings can be obtained by those skilled in the art without inventive effort.

The location and number of identical structures shown in the drawings are merely for convenience in describing the invention and do not indicate or imply that the structures referred to must have a particular orientation, number of distributions and are therefore not to be considered limiting.

FIG. 1 is a schematic diagram of the internal structure of an embodiment of the present invention;

FIG. 2 is a schematic view of a rotor shaft and components according to an embodiment of the present invention;

FIG. 3 is a schematic illustration of a drive train configuration according to an embodiment of the present invention;

FIG. 4 is an enlarged view of the lower portion of the main body according to the embodiment of the present invention;

FIG. 5 is a schematic view of a mounting housing according to an embodiment of the present invention;

FIG. 6 is a schematic diagram of establishing a coordinate system and marks according to an embodiment of the present invention.

In the figure:

1-an engine; 2-a rotor shaft; 3-a main transmission shaft; 4-a transmission mechanism; 5-a stay bar; 6-a body; 7-a housing; 201-shaft sleeve; 202-a steering engine; 203-a pull rod; 204-no rotating ring; 205-a rotating ring; 206-pitch links; 207-pitch horn; 208-a splint; 209-paddle; 401-a drive gear; 402-a first driven gear; 403-a second driven gear; 404-a reversing gear; 405-a gimbal; 601-a first separator; 602-a second separator; 603-upright column; 604-a second cover plate; 701-through holes; 702-lightening holes; 2081-upper splint; 2082-lower splint.

Detailed Description

Specific embodiments of the present invention are described below with reference to specific figures 1-5.

A multi-rotor omnidirectional aircraft comprising: the system comprises an engine 1, a transmission system, a rotor wing system and a flight control system; the flight control system controls the starting and stopping of the engine and the output power; the engine 1 drives a rotor system through a transmission system;

as shown in fig. 1, the present embodiment is illustrated as an 8-axis system, wherein the rotor system comprises 8 non-coplanar rotor shafts 2. As shown in fig. 2, two blades 209 are correspondingly disposed on each rotor shaft 2; the blades 209 are connected with the rotor shaft 2 through a hub, and a variable pitch mechanism is arranged between the blades 209 and the rotor shaft 2; preferably, the hub is a flexible hub, and the center of the hub is fixedly connected with the rotor shaft 2; the tail ends of the two sides of the propeller hub are fixedly connected with the blades 209 through an upper clamping plate 2081 and a lower clamping plate 2082 which are symmetrically arranged, and the pitch change is realized through the elastic deformation of the tail ends. Wherein, pitch change mechanism includes: a variable pitch rocker arm 207, a variable pitch pull rod 206, a rotating ring 205, a non-rotating ring 204 and a steering engine 202; a variable pitch rocker arm 207 is fixedly arranged at the root part of the clamping plate 208; the tail end of the pitch change rocker arm 207 is hinged with one end of a pitch change pull rod 206, and the other end of the pitch change pull rod 206 is hinged on the rotating ring 205; the rotating ring 205 is rotatably connected with the non-rotating ring 204 and sleeved on the rotor shaft 2; the non-rotating ring 204 is connected to the rocker arm of the steering engine 202 via a pull rod 203. The outside cover of rotor shaft 2 is equipped with axle sleeve 201, and axle sleeve 201 one end fixed mounting has steering wheel 202 in the main part of many rotor omnidirectional aircraft, other end fixed mounting. The purpose of the design is to keep the rotating speed of the rotor shaft 2 constant, adjust the steering engine 202 to rotate the rocker arm to drive the pull rod 203, further pull the non-rotating ring 204 to move axially on the rotor shaft 2, make the rotating ring 205 move axially, and change the attack angle of the blade 209 by twisting the angle of the clamp plate 208 along with driving the variable-pitch pull rod 206 and the variable-pitch rocker arm 207 to move axially.

Rotor system's rotor shaft 2 divides into two sets ofly altogether, and every group 4 is with and the symmetric distribution in holistic top and below. Each shaft in each group is equidistantly distributed along the circumferential direction and obliquely arranged, and specifically, as shown in fig. 1, the extension lines of 8 shafts are kept to intersect at one point.

The engine 1 is a fuel engine and the engine 1 is mounted in the middle of the aircraft for better drive of the transmission system.

As shown in fig. 3, the transmission system includes a main transmission shaft 3 and a transmission mechanism 4; the transmission mechanisms 4 are provided with two groups and are respectively positioned above and below the engine 1; the output end of the engine 1 is rotatably connected with a main transmission shaft 3, two ends of the main transmission shaft 3 are respectively connected with two groups of transmission mechanisms 4, and the transmission mechanisms 4 are connected with and drive the corresponding rotor wing shafts 2; the rotation directions of the rotor shafts 2 are not all the same; preferably, the body 6 of the multi-rotor omnidirectional aircraft comprises a first partition 601, a second partition 602, a first cover plate, a second cover plate 604;

the engine 1 is fixedly installed between the first partition plate 601 and the second partition plate 602; a main transmission shaft 3 is also vertically arranged between the first partition 601 and the second partition 602, and the output end of the engine 1 is rotatably connected with the main transmission shaft 3 through a gear set; the upper end and the lower end of the main transmission shaft 3 respectively penetrate through a first clapboard 601 and a second clapboard 602; the outer surfaces of the first partition plate 601 and the second partition plate 602 are respectively provided with a transmission mechanism 4; the first partition 601 and the second partition 602 are fixedly connected by a plurality of columns 603.

As shown in fig. 1 and 4, a first cover plate (not shown) is mounted on a side of the first partition 601 away from the engine, and a second cover plate 604 is mounted on a side of the second partition 602 away from the engine 1; the first cover plate is fixedly connected with the first partition plate 601 through a plurality of pillars; the second cover plate 604 is fixedly connected to the second spacer 602 by a plurality of posts.

First apron, second apron 604 are the toper terrace with edge structure, and the axle sleeve 201 of rotor shaft 2 is convenient for install on the week side of apron like this, and simultaneously, many rotor omnidirectional aircraft still include many vaulting poles 5, and the terminal coplanar setting that does not all be of each vaulting pole 5, and the terminal is located outside paddle 209 home range, and each vaulting pole 5 also can be installed on the week side of apron.

Preferably, as shown in fig. 3, the transmission mechanism 4 is a gear set, and the upper and lower sets of transmission mechanisms are symmetrically arranged. Mainly comprises a driving gear 401, a first driven gear 402, a reversing gear 404 and a second driven gear 403;

the driving gear 401 is fixedly sleeved on the main transmission shaft 3, 2 first driven gears 402 and 2 reversing gears 404 are meshed with the outer ring along the circumferential direction, and the reversing gears 404 and the first driven gears 402 are alternately distributed. Each of the reversing gears 404 is provided with a second driven gear 403 on the side away from the driving gear 401 and is meshed with each other. Each of the first driven gear 402 and the second driven gear 403 is connected to one of the rotor shafts 2. Through the reversing design, the rotating directions of the two adjacent rotor wing shafts 2 are opposite, and the integral torque is balanced.

Preferably, in order to reduce the cost and the processing technology, the design of a bevel gear is not selected, and the driving gear 401, the first driven gear 402, the reversing gear 404 and the second driven gear 403 are selected to be cylindrical gears; the first driven gear 402 and the second driven gear 403 are connected to the corresponding rotor shafts 2 via universal joints 405. Therefore, the cost of the transmission part can be reduced, and the requirement on assembly precision is reduced.

The flight control system is electrically connected to the pitch control mechanism so that the pitch of a single rotor shaft 2 can be changed by adjusting the angle of attack of the blades 209 without changing the speed of rotation of the single shaft.

Preferably, as shown in fig. 5, in another specific embodiment, the stay 5 is no longer used as a landing gear, the integral outer part further comprises an outer shell 7, the outer shell 7 is in an ellipsoid shape, and the tail end of the stay 5 is detachably connected with the outer shell 7; through holes 701 are formed in the surface of the shell 7 at positions corresponding to the paddle disks, and the diameter of each through hole 701 is larger than that of each paddle disk; the housing surface is also provided with a plurality of lightening holes 702. Therefore, on one hand, the air flow is kept smooth, the blades can be protected, direct collision with foreign objects is avoided, and the overall safety is improved.

Based on the above embodiment, a control method of a multi-rotor omnidirectional aircraft is provided, and the flight direction control method is as follows:

the multi-rotor omnidirectional aircraft has 8 (namely m is 8) rotor shafts; all the rotor shafts have the same rotating speed, and the blades of each rotor shaft change the attack angle through the corresponding steering engine to change the pulling force and the torque of the rotor shaft;

the 8 rotors can find 4 rotors with obtuse angles formed between the directions and the gravity direction (namely n is 4) in any postures, the attack angles of the 4 rotors are positive attack angles through steering engine variable distances, pulling force is provided, and the attack angles of the other 4 rotors are negative attack angles through the steering engine variable distances, so that thrust is provided.

Further, as shown in fig. 6, an unmanned aerial vehicle body coordinate system is established, and numbers a to h are given to each rotor wing. The 4 rotors providing the pulling force are grouped into one group and the other 4 rotors providing the pushing force are grouped into another group.

Rotor a, rotor c, rotor f, rotor h all the time rotate clockwise (look ahead oar dish direction), and rotor b, rotor d, rotor e, rotor g all the time rotate anticlockwise (look ahead oar dish direction). And all shafts rotate at the same speed. The incidence angle of each rotor wing is changed through an independent steering engine to change the tension coefficient and the torque coefficient of the rotor wing, and when the incidence angle of a single rotor wing is increased, the tension coefficient and the torque coefficient are increased accordingly.

In unmanned aerial vehicle flight, unmanned aerial vehicle's motion is formed by the motion combination of 6 degrees of freedom directions.

The hovering control method when the Z axis of the engine coordinate system is coincident with the gravity direction: make the angle of attack of the rotor The resultant force of all the axes is opposite to the direction of gravity.

The method for controlling the movement in the positive direction of the Z axis comprises the following steps: all rotor angles of attack are increased by the same amount, so that the pulling force and the pushing force are increased, and meanwhile, the torque can be kept balanced.

The method for controlling the motion in the positive direction of the X axis comprises the following steps: increase the attack angle of the rotor a and the rotor g by equal amountAndreducing the angle of attack of rotor (c) and rotor (e) simultaneously and equallyAndthus, the force in the X direction is increased, and the balance of the reactive torque generated by the rotor wing can be kept.

The movement in the Y-axis direction is the same as the movement in the X-axis direction.

Preferably, the control method for the flight around the shaft is as follows:

s1, establishing a plane perpendicular to the rotating shaft, and projecting the paddle disk corresponding to each rotor shaft on the plane;

s2, selecting a rotor shaft with the rotating direction of a paddle disk being the same as the set shaft direction for marking;

and S3, increasing the attack angle of the blade corresponding to the rotor shaft marked in S2, decreasing the attack angles of the blades corresponding to other rotor shafts, keeping the direction and the size of the resultant external force of the multi-rotor omnidirectional aircraft inconvenient, changing the torque of the shaft, and completing the rotation around the shaft.

The method is exemplified by a method around the three axes X \ Y \ Z in fig. 6.

The control method of the clockwise rotation of the Y axis is as follows: increasing the angle of attack of rotor c and rotor eAndreducing rotor a and rotor rotation simultaneouslyAngle of attack of wing gAndwhen rotating clockwise around the Y axis, the unmanned aerial vehicle also can keep hovering.

The same applies about the X-axis as about the Y-axis.

The control method of clockwise rotation around the Z axis comprises the following steps: increase the attack angle of the rotor a and the rotor c by equal amountAndreducing the angle of attack of rotor b and rotor d simultaneously and equivalentlyAndthus, Ta + Tc is maintained while the total tension is maintained>Tb + Td, unmanned aerial vehicle can rotate around the Z axle. The incidence angles of the rotor f and the rotor h can be increased by the same amountAndreducing the angle of attack of rotor e and rotor g simultaneously and equivalentlyAndthus keeping the total tension unchanged and ensuring Tf + Th>Te + Tg, the drone can rotate about the Z axis.

Wherein the content of the first and second substances,the blade angle of attack and T is the uniaxial torque.

Although the present invention has been described in detail with reference to examples, it will be understood by those skilled in the art that various changes may be made and equivalents may be substituted without departing from the spirit and scope of the invention as defined in the appended claims.