CN105667774A - Multi-rotor aircraft - Google Patents
Multi-rotor aircraft Download PDFInfo
- Publication number
- CN105667774A CN105667774A CN201610077113.0A CN201610077113A CN105667774A CN 105667774 A CN105667774 A CN 105667774A CN 201610077113 A CN201610077113 A CN 201610077113A CN 105667774 A CN105667774 A CN 105667774A
- Authority
- CN
- China
- Prior art keywords
- rotor
- fuselage
- power
- aircraft
- rotors
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
- 230000005484 gravity Effects 0.000 claims description 21
- 238000009434 installation Methods 0.000 claims description 4
- 230000009286 beneficial effect Effects 0.000 abstract 1
- 230000009471 action Effects 0.000 description 6
- 230000008901 benefit Effects 0.000 description 4
- 238000000034 method Methods 0.000 description 4
- 230000008569 process Effects 0.000 description 4
- 230000004044 response Effects 0.000 description 4
- 239000000446 fuel Substances 0.000 description 3
- 230000003247 decreasing effect Effects 0.000 description 2
- 238000005516 engineering process Methods 0.000 description 2
- 239000000575 pesticide Substances 0.000 description 2
- 238000005507 spraying Methods 0.000 description 2
- 238000007792 addition Methods 0.000 description 1
- 230000004075 alteration Effects 0.000 description 1
- 230000001174 ascending effect Effects 0.000 description 1
- 230000008859 change Effects 0.000 description 1
- 238000006243 chemical reaction Methods 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 239000002828 fuel tank Substances 0.000 description 1
- 238000011065 in-situ storage Methods 0.000 description 1
- 239000007788 liquid Substances 0.000 description 1
- 238000012423 maintenance Methods 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 238000005381 potential energy Methods 0.000 description 1
- 230000003068 static effect Effects 0.000 description 1
- 238000006467 substitution reaction Methods 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C27/00—Rotorcraft; Rotors peculiar thereto
- B64C27/04—Helicopters
- B64C27/08—Helicopters with two or more rotors
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C27/00—Rotorcraft; Rotors peculiar thereto
- B64C27/04—Helicopters
- B64C27/12—Rotor drives
- B64C27/14—Direct drive between power plant and rotor hub
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Aviation & Aerospace Engineering (AREA)
- Toys (AREA)
Abstract
The invention provides a multi-rotor aircraft. The multi-rotor aircraft comprises a power rotor installed vertically and a plurality of posture rotors installed horizontally. The power rotor can be driven by an engine or motors. The posture rotors are driven by the motors. The multi-rotor aircraft has the beneficial effects that 1, the self-balancing stability of the single-power rotor aircraft in the air is good, the engine can be used as power, the continuous flying time is long, the manipulating principle is simple, only a few parts are needed, and the purchase cost and the using cost are low; 2, the flexibility of controlling the flying posture through the motors is kept; and 3, an emergency landing mode is provided when faults occur, and the flying safety is high.
Description
Technical Field
The invention relates to the technical field of aircrafts, in particular to a multi-rotor aircraft.
Background
The multi-rotor aircraft is an aircraft with simple structure, flexible control and stable flight attitude. Thanks to the development of microprocessor and sensor technology in recent years, the multi-rotor aircraft is widely applied to the fields of aeromodelling, aerial shooting platforms, agricultural plant protection and the like. The multi-rotor aircraft senses the flight state through various sensors and sends a rotating speed instruction to the rotor motor through the microprocessor to adjust different flight attitudes of the aircraft.
At present, the state of the multi-rotor aircraft needs to be accurately sensed by various sensors to obtain stable flight attitude, and the microprocessor sends a rotating speed instruction to the rotor motor with high response speed to keep the stable flight state, so that the process needs rapid response of all parts to keep the stability of the aircraft. The sensor, the processor and the motor all need to be powered by batteries, and especially the power consumption of the motor for providing power is the largest. The battery-powered multi-rotor aircraft is limited in the current battery technology development level, the battery-powered multi-rotor aircraft is short in cruising time and small in load capacity, and the performance and application fields of the multi-rotor aircraft are greatly limited. In order to solve the disadvantage of short endurance time of multi-rotor aircraft, people consider using a fuel engine as power. However, the biggest disadvantage of the fuel engine is the slow response speed compared with the motor, which cannot meet the requirement of rapidly controlling the flight attitude of the multi-rotor aircraft.
In addition, the traditional multi-rotor aircraft needs the rotors to be matched with each other to control the flight attitude, and once one of the rotors breaks down, the aircraft can crash out of control, so that the aircraft is not suitable for being applied to more expensive loads or manned aviation.
Disclosure of Invention
The invention aims to provide a multi-rotor aircraft which has stronger cruising ability and larger load capacity compared with the traditional electric multi-rotor aircraft, can keep the advantage of flexible control of the traditional electric multi-rotor aircraft, and has higher flight safety.
The invention provides a multi-rotor aircraft which comprises an undercarriage, an oil tank, a battery box, a control box and a power rotor wing, wherein the oil tank is assembled and connected with the undercarriage, the battery box is assembled and connected with the oil tank, the control box is assembled and connected with the battery box, the power rotor wing is assembled and connected with the control box, the power rotor wing is one, and the rotating shaft direction of the rotor wing is vertically arranged on an airframe through the center of gravity of the airframe. The gesture rotor is a plurality of, and every gesture rotor includes motor and the rotor of connecting, and rotor rotation axis direction horizontal installation is in the fuselage and the plumb line non-intersect through the fuselage focus, and has at least two rotor rotation axis directions to be in with horizontal plane be parallel to each other and be in respectively the both sides of plumb line.
Further, the gesture rotor still includes at least one gesture rotor, rotation axis direction horizontal installation in the fuselage, and intersect with the plumb line through the fuselage focus to be in with at least two with the horizontal plane each other parallel to each other branch be in the gesture rotor rotation axis direction of plumb line both sides is perpendicular.
Further, power rotor includes a power part and the rotor of connecting, or a power part and a plurality of rotors of connecting, or a plurality of rotors that a plurality of power parts are connected, all rotors are all pressed rotor rotation axis coaxial line direction and are connected, power part includes engine or motor.
Further, many rotor crafts's fuselage divide into two parts, and articulated can the relative rotation between two parts, and partly fuselage includes power rotor, gesture rotor, frame, and the partial fuselage subassembly that the counter weight needs, and another part fuselage includes loading bin and surplus fuselage subassembly.
Compared with the prior art, the multi-rotor aircraft has the following characteristics and advantages:
1. the multi-rotor aircraft can use the fuel engine as main power, and has longer endurance time and higher load capacity compared with the traditional electric multi-rotor aircraft.
2. The multi-rotor aircraft mainly controls the flight attitude through the motor, and keeps the advantage of flexible control of the traditional multi-rotor aircraft.
3. The multi-rotor aircraft adopts the single-power rotor to achieve high air self-balancing stability, the operation principle is simple, the number of parts is small, and the use and maintenance cost is low.
4. The multi-rotor aircraft can land in an emergency mode when power rotor faults or attitude rotor faults occur, and safety is high.
Other features and advantages of the present invention will become more apparent from the following detailed description of the invention when taken in conjunction with the accompanying drawings.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below, and it is obvious that the drawings in the following description are some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to these drawings without creative efforts.
Fig. 1 is a perspective view of a multi-rotor aircraft according to embodiment 1 of the present invention;
fig. 2 is a schematic view of a flight of a multi-rotor aircraft according to embodiment 1 of the present invention;
fig. 3 is a schematic view of a low center of gravity flight of a multi-rotor aircraft according to embodiment 1 of the present invention;
fig. 4 is a schematic view of a high center of gravity flight of a multi-rotor aircraft according to embodiment 1 of the present invention;
fig. 5 is a perspective view of a multi-rotor aircraft according to embodiment 2 of the present invention;
fig. 6 is a structural view of a multi-rotor aircraft according to embodiment 3 of the present invention;
wherein,
1. undercarriage, 2, fuel tank, 3, battery pack, 4, control box, 5, attitude rotor, 51, motor, 6, power rotor, 61, engine, 62, engine rotor, 7, load bin, 8, frame, 81, articulated shaft, 82, rotating bracket.
Detailed Description
The invention is described in detail below with reference to the drawings and the detailed description.
As shown in fig. 1-4, this embodiment 1 provides a multi-rotor aircraft, which includes an undercarriage 1, an oil tank 2 assembled with the undercarriage, a battery box 3 assembled with the oil tank, a control box 4 assembled with the battery box, an engine 61 vertically assembled with the control box, and an engine rotor 62 connected with the engine, wherein two attitude rotors 5 are symmetrically and horizontally installed outside the aircraft body. The oil tank 2 is connected with the engine 61 through an oil pipeline, the battery pack 3 is electrically connected with the motor 51 through a conducting wire, the characteristics of long endurance time and large carrying capacity by taking the engine as power on the multi-rotor aircraft are realized, and meanwhile, the characteristics of motor control flight attitude and high response speed are realized. The upper part of the battery pack 3 is connected with a control box 4 in an assembling way, various sensors and a processor are arranged in the control box, can sense and control the flight attitude, and the control box 4 is electrically connected with the battery pack 3 and is in signal connection with an engine 61 and a motor 51. The size of the engine throttle, the rotating speed and the rotating direction of the motor are controlled by the control box 4. In the multi-rotor aircraft of embodiment 1, the main flight power is provided by the power rotors 6, which are driven by the engine 61 for a long time. The gravity center of the single-power rotor aircraft is close to the lower part, and is similar to a pendulum with a light upper part and a heavy lower part, the self-balancing of the flying attitude in the air is better due to the gravity, and the requirement on the flying attitude control of the aircraft is simplified. The ascending and descending of the aircraft can be realized by increasing or decreasing the throttle of the engine. Two attitude rotors 5 horizontally and symmetrically installed on the outer side of the fuselage are components mainly controlling the flight attitude. The control of the aircraft is divided into three conditions 1, wherein the plane where the rotating shafts of the two attitude rotors are located is the same as the plane of a horizontal plane passing through the center of gravity of the aircraft body. 2. The plane of the rotating shafts of the two attitude rotors is higher than the horizontal plane passing through the center of gravity of the fuselage. 3. The plane of the rotating shafts of the two attitude rotors is lower than a horizontal plane passing through the center of gravity of the fuselage.
In the first case, as shown in fig. 2, the two attitude rotors a and B only exert a horizontal torque on the fuselage, assuming that the lift of the power rotor 6 exactly counteracts the gravity, the reaction torque acting on the fuselage is clockwise. When the pulling forces of the two attitude rotors A and B are the same but opposite in direction, and the combined torque of the two attitude rotors A and B to the fuselage is just equal to the reactive torque of the power rotor acting on the fuselage in the anticlockwise direction, the aircraft can realize hovering. On the basis of hovering, the rotating speeds of two attitude rotors A and B are increased simultaneously, the increased pulling force is controlled to be consistent, the combined torque of the attitude rotors is larger than the reactive torque of the power rotors, the fuselage realizes pivot anticlockwise steering, and the pivot clockwise steering principle is similar. On the basis of hovering, the pulling force that increases gesture rotor B reduces gesture rotor A's pulling force simultaneously, and control tensile variation is unanimous, then it closes the moment of torsion unchangeable, and the fuselage irrotational, but the fuselage is directed towards gesture rotor B increases the direction of pulling force and is directly flown, realizes directly flying the function.
In the second case, as shown in figure 3, the two attitude rotor axes of rotation lie in a plane higher than the horizontal plane passing through the centre of gravity of the fuselage. Fig. 3 is rotated horizontally by 90 degrees with respect to fig. 2 for ease of description. The principle of hover and pivot steering is the same as in the first case shown in fig. 2. The direct flight function is different. Because the plane of the rotating shafts of the two attitude rotors 5 is higher than the horizontal plane passing through the center of gravity of the fuselage, the two attitude rotors 5 generate a torque in the vertical plane direction to the fuselage. F1 is the resultant tension of two attitude rotors 5, the fuselage rotates counterclockwise by an angle α along the vertical plane under the action of F1, the force of the attitude rotors to the horizontal direction of the fuselage is F2= F1 cos α, because the rotating power rotor 6 of the fuselage also rotates counterclockwise by an angle α, the horizontal component is a component of the tension force F6= F4 sin α, and F2 is in the same direction as F6, the aircraft can fly horizontally under the resultant force of F2 and F6, it should be pointed out that because the existence of the angle α, the power rotors and the attitude rotors can lose the gravity direction, the lift loss is small under the condition of small value of α, and the engine speed should be increased appropriately to compensate under the condition of large value of α.
In a third situation, shown in figure 4, the two attitude rotor axes lie in a plane below the horizontal plane passing through the center of gravity of the fuselage. The principle of hover and pivot steering is the same as in the first case shown in fig. 2. The straight flight function is slightly different from the principle shown in fig. 3. Because the plane of the rotation axes of the two attitude rotors 5 is lower than the horizontal plane passing through the center of gravity of the fuselage, the attitude rotors 5 generate a torque in the vertical plane direction to the fuselage. F1 is the resultant tension of the two attitude rotors 5, the fuselage rotates clockwise by an angle α under F1 and the horizontal force imparted by the attitude rotors to the fuselage is F2= F1 cos α because the rotary power rotor 6 of the fuselage also rotates clockwise by an angle α, the horizontal component of which is a component of the tension force F6= F4 sin α, it can be seen that the horizontal components F2 and F6 are opposite in direction, and in the case of a small value of α, cos α is very close to 1 and sin α is very close to 0 so that the attitude rotor horizontal component F2 is greater than the power rotor horizontal component F6 when the aircraft is flying in the direction F2. When the pulling force alpha of the F1 is increased, the cos alpha is decreased and the sin alpha is increased, and finally the F6 is larger than the F2, and the aircraft flies towards the F6 direction. This feature allows for the hover attitude to be adjusted at small angles, large angles for powered flight.
As shown in fig. 5, which is a perspective view of the multi-rotor aircraft of the embodiment 2, compared with the embodiment 1, two attitude rotors are added, and the rotation axis direction of the attitude rotors horizontally intersects with a vertical line passing through the center of gravity of the fuselage and is symmetrically distributed on the outer side of the fuselage. The two attitude rotors 5 are added mainly for controlling the lateral flight of the aircraft and further accurately controlling the flight attitude, and are applied to occasions with high accuracy of fixed points of flight positions. When the rotating shaft directions of the two added attitude rotors are in the same plane, the aircraft can be controlled to fly sideways. When two attitude rotor rotation axis extension lines that increase are parallel and use the focus to distribute as the symmetric point, not only can control the side and fly but also can control the planar fuselage moment of torsion in two attitude rotor rotation axis extension lines place, further improve flight attitude control's accuracy. The two attitude rotors apply force in the same direction and the aircraft with the same force only flies to the side and does not rotate, and when the two attitude rotors apply force in opposite directions and the force is the same, the in-situ torsion effect is generated.
As shown in fig. 6, which is a structural diagram of the multi-rotor aircraft of the embodiment 3, the influence of the center of gravity on the control of the flight attitude can be seen according to the principle described in fig. 2-4. When the aircraft is used for carrying loads, and the loads are variable, for example, liquid pesticides carried by agricultural plant protection machines for spraying pesticides are continuously reduced in the spraying process, and the gravity center of the machine body is also continuously changed. This changing center of gravity interferes with precise control of the attitude. The fuselage of a multi-rotor aircraft as shown in figure 6 is divided into two parts, hinged to each other by means of a hinge axis 81, and rotatable with respect to each other. Wherein the first fuselage portion includes a frame 8, a power rotor 6 for providing flight power, a attitude rotor 5 for controlling flight attitude, and a battery pack 3 which is primarily added in consideration of a counterweight which requires the power rotor to be maintained in a vertically upward position under the action of gravity when in a static state. The second part of the fuselage comprises a landing gear 1, a load compartment 7, an oil tank 2 and a control box 4. No matter how the weight of the loading bin and the weight of the oil tank change, the action of the force given by the first part of the machine body can be realized only by the hinge shaft 81 which is the only connecting point of the two parts, and the attitude rotor wing can firstly push the rack to rotate around the hinge shaft 81 when controlling the flight attitude, so that the attitude rotor wing is more flexible and has less power consumption. And the second part of the fuselage can rotate around the articulated shaft under the action of gravity, so that the second part of the fuselage always has a stable vertical downward trend and cannot rotate along with the rotation of the stander, and the second part of the fuselage is particularly suitable for manned flight. The multi-rotor aircraft also has higher flight safety, when an engine fails in the flight process, the attitude rotor wing can control the power rotor wing to descend at a certain angle with the horizontal plane, so that the falling track of the aircraft under the action of air resistance is an oblique line, the passive air resistance of the power rotor wing in the descending process reduces a part of descending speed, a part of potential energy is converted into the rotation of the power rotor wing to be stored, the oblique line descends to enable the aircraft to obtain a certain level of kinetic energy, when the aircraft descends to a certain safety height, the attitude rotor wing operates the flight attitude, and the power rotor wing keeps a large incidence angle in a short time in the horizontal advancing speed direction. The aircraft generates deceleration in the horizontal direction and the vertical direction under the action of air resistance and the rotational kinetic energy stored by the power rotor wing, and the safe landing of the aircraft is realized. When one of the attitude rotors has a fault, the other attitude rotor can still keep the function of rotating the horizontal plane of the fuselage, the rotating speed of an engine is reduced, and the aircraft can land safely and emergently, so that the multi-rotor aircraft has higher flight safety and is particularly suitable for manned flight.
It is to be understood that the above description is not intended to limit the present invention, and the present invention is not limited to the above examples, and those skilled in the art may make modifications, alterations, additions or substitutions within the spirit and scope of the present invention.
Claims (4)
1. The utility model provides a many rotor crafts, includes power rotor, gesture rotor, oil tank, group battery, control box, frame, load compartment, its characterized in that of undercarriage:
the power rotor wing is one, and the rotating shaft direction of the power rotor wing is vertically arranged on the aircraft body through the gravity center of the aircraft body;
the gesture rotor is a plurality of, and every gesture rotor includes motor and the rotor of connecting, and rotor rotation axis direction horizontal installation is in the fuselage and the plumb line non-intersect through the fuselage focus, and has at least two rotor rotation axis directions to be in with horizontal plane be parallel to each other and be in respectively the both sides of plumb line.
2. A multi-rotor aircraft according to claim 1, wherein: the gesture rotor wing still includes at least one gesture rotor wing rotation axis direction horizontal installation in the fuselage, and intersects with the plumb line through the fuselage focus to be in with at least two coplanar branch portions of being parallel to each other and lie in the gesture rotor wing rotation axis direction of plumb line both sides is perpendicular.
3. A multi-rotor aerial vehicle according to any one of claims 1-2, wherein: the power rotor includes a power part and the rotor of connecting, or a power part and a plurality of rotors of connecting, or a plurality of rotors that a plurality of power parts are connected, all rotors are all pressed rotor rotation axis coaxial line direction and are connected, power part includes engine or motor.
4. A multi-rotor aerial vehicle according to any one of claims 1-2, wherein: the fuselage of many rotor crafts divide into two parts, and articulated can the relative rotation between two parts, and partly fuselage includes power rotor, gesture rotor, frame, and the partial fuselage subassembly that the counter weight needs, and another part fuselage includes load bin and surplus fuselage subassembly.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201610077113.0A CN105667774A (en) | 2016-02-04 | 2016-02-04 | Multi-rotor aircraft |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201610077113.0A CN105667774A (en) | 2016-02-04 | 2016-02-04 | Multi-rotor aircraft |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN105667774A true CN105667774A (en) | 2016-06-15 |
Family
ID=56304113
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201610077113.0A Pending CN105667774A (en) | 2016-02-04 | 2016-02-04 | Multi-rotor aircraft |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN105667774A (en) |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN109246271A (en) * | 2018-08-31 | 2019-01-18 | Oppo（重庆）智能科技有限公司 | Self-timer accessory and electronic equipment assembly for electronic equipment |
| CN111976970A (en) * | 2019-05-21 | 2020-11-24 | 沃科波特有限公司 | Wing set structure for an aircraft and aircraft having such a wing set structure |
| WO2022040948A1 (en) * | 2020-08-26 | 2022-03-03 | 叶殊钨 | Multirotor manned aerial vehicle |
Citations (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CA2329051A1 (en) * | 1998-01-28 | 1999-08-05 | Fritz Hjelte | Unmanned rotor carried aerial vehicle |
| CN102917949A (en) * | 2010-06-01 | 2013-02-06 | 选择产业株式会社 | Bottom-adjustable propeller-type flying object |
| CN104527979A (en) * | 2014-11-21 | 2015-04-22 | 中国科学院长春光学精密机械与物理研究所 | Automatic dispenser for air-based tear gas bomb |
| CN204660020U (en) * | 2015-04-16 | 2015-09-23 | 南昌航空大学 | One is distributed independently controls multi-rotor aerocraft |
| CN204895855U (en) * | 2015-09-11 | 2015-12-23 | 辽宁力德航空科技有限公司 | Many rotors of oil -electricity hybrid vehicle unmanned vehicles |
| CN204979217U (en) * | 2015-05-25 | 2016-01-20 | 张凯 | Many rotors hybrid plant protection unmanned aerial vehicle |
| CN205327403U (en) * | 2016-02-04 | 2016-06-22 | 刘海涛 | Multi -rotor aircraft |
-
2016
- 2016-02-04 CN CN201610077113.0A patent/CN105667774A/en active Pending
Patent Citations (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CA2329051A1 (en) * | 1998-01-28 | 1999-08-05 | Fritz Hjelte | Unmanned rotor carried aerial vehicle |
| CN102917949A (en) * | 2010-06-01 | 2013-02-06 | 选择产业株式会社 | Bottom-adjustable propeller-type flying object |
| CN104527979A (en) * | 2014-11-21 | 2015-04-22 | 中国科学院长春光学精密机械与物理研究所 | Automatic dispenser for air-based tear gas bomb |
| CN204660020U (en) * | 2015-04-16 | 2015-09-23 | 南昌航空大学 | One is distributed independently controls multi-rotor aerocraft |
| CN204979217U (en) * | 2015-05-25 | 2016-01-20 | 张凯 | Many rotors hybrid plant protection unmanned aerial vehicle |
| CN204895855U (en) * | 2015-09-11 | 2015-12-23 | 辽宁力德航空科技有限公司 | Many rotors of oil -electricity hybrid vehicle unmanned vehicles |
| CN205327403U (en) * | 2016-02-04 | 2016-06-22 | 刘海涛 | Multi -rotor aircraft |
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN109246271A (en) * | 2018-08-31 | 2019-01-18 | Oppo（重庆）智能科技有限公司 | Self-timer accessory and electronic equipment assembly for electronic equipment |
| CN111976970A (en) * | 2019-05-21 | 2020-11-24 | 沃科波特有限公司 | Wing set structure for an aircraft and aircraft having such a wing set structure |
| CN111976970B (en) * | 2019-05-21 | 2023-12-05 | 沃科波特有限公司 | Wing group structure for an aircraft and aircraft with such a wing group structure |
| WO2022040948A1 (en) * | 2020-08-26 | 2022-03-03 | 叶殊钨 | Multirotor manned aerial vehicle |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN107117300B (en) | Unmanned vehicle based on coaxial more rotor pose adjustments | |
| CN100391790C (en) | Multi-rotor aerocraft | |
| CN105667780A (en) | Multi-rotor aircraft | |
| CN105539833A (en) | Fixed-wing multi-shaft aircraft | |
| CN106347648A (en) | Multi-rotor plant protection unmanned aerial vehicle | |
| CN200951831Y (en) | Multi-rotor wing craft | |
| CN104176247A (en) | Four-rotor unmanned aerial vehicle with engine for directly driving rotor | |
| CN102126554A (en) | Unmanned air vehicle with multiple rotary wings in plane-symmetry layout | |
| JP2013532601A (en) | Private aircraft | |
| CN104743107A (en) | Multi-rotor type aircraft | |
| CN105905291A (en) | Multi-rotor craft with tilting rotors | |
| CN102806993A (en) | Multi-rotor aircraft | |
| CN105711827A (en) | Oil and electricity hybrid power multi-rotor aircraft | |
| RU127039U1 (en) | AEROBIKE | |
| CN105667774A (en) | Multi-rotor aircraft | |
| CN105000175A (en) | Multi-rotor aircraft and control method thereof | |
| CN206141823U (en) | Many rotors plant protection unmanned aerial vehicle | |
| CN205327403U (en) | Multi -rotor aircraft | |
| CN204776021U (en) | Multi -rotor aircraft | |
| CN205418095U (en) | Many rotor crafts of oil -electricity hybrid vehicle | |
| CN205524965U (en) | Multi -rotor aircraft | |
| CN110065629B (en) | Multifunctional tilting duct unmanned aerial vehicle | |
| CN105584630A (en) | Multi-rotor type aircraft | |
| CN215098247U (en) | Vertical take-off and landing fixed wing aircraft | |
| CN105523172A (en) | Attack angle control system and attack angle control method |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| C06 | Publication | ||
| PB01 | Publication | ||
| C10 | Entry into substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| WD01 | Invention patent application deemed withdrawn after publication | ||
| WD01 | Invention patent application deemed withdrawn after publication |
Application publication date: 20160615 |