CN115303479A - Multi-rotor combined helicopter - Google Patents

Abstract

A multi-rotor compound helicopter, comprising a fuselage frame, a main rotor, a wing, a side rotor, a front rotor and a wing tilting mechanism; the main rotor is installed just above the fuselage frame; the wing passes through the wing tilting structure Connected to the fuselage frame; the ends of the wings are connected to the side rotors; the side rotors are used to provide pulling force and yaw control moment in forward flight in fixed-wing mode; also used to provide upward lift in helicopter mode; front The rotor is installed on the head of the fuselage frame to provide pitch control torque, and provide upward lift in the helicopter mode, or generate control torque by changing the speed difference with the main rotor; the present invention can be used without greatly changing the aircraft attitude. Under the circumstance of using the same set of power system to realize the conversion of helicopter mode and fixed-wing flight mode, it has the vertical take-off and landing capability, high hovering efficiency, large take-off load and fixed-wing helicopter while ensuring low waste weight. Long range and high cruise speed of the aircraft.

Description

A kind of multi-rotor compound helicopter

technical field

The invention relates to the technical field of unmanned aerial vehicles, and more specifically relates to a multi-rotor compound helicopter.

Background technique

At present, the design of high-speed helicopters has always been a major problem in the field of helicopters. Traditional helicopters rely on one or more large rotors to provide lift in hovering and forward flight states. Shock waves will be generated on the blades, and the backward blades will stall and produce a large regurgitation zone. This severe asymmetric lift will damage the efficiency of the rotor and limit the further speed-up of the helicopter.

When the helicopter is flying, the anti-torque of the main rotor rotation will cause the helicopter to rotate in the opposite direction to the rotation of the main rotor, while the traditional single-rotor helicopter is installed with a tail rotor to counteract the anti-torque of the main rotor, and the tail rotor will consume about 15% of the engine Power does not produce lift, resulting in a waste of energy, and the tail rotor also needs to be designed with structural supports such as tail beams, which further increases the weight of the whole machine.

In the prior art, the attitude control is realized by installing a swash plate and a pitch-changing mechanism at the hubs of the two rotors, such as a coaxial helicopter; this kind of control mechanism is very complicated and reliable, and the control torque is insufficient, which makes the maneuverability of the aircraft restricted. And when flying forward at high speed, the resistance produced by its high propeller hub will even exceed 50% of the overall resistance, which is not conducive to the improvement of the cruising speed of the aircraft.

In the existing multi-rotor-fixed-wing composite UAV, two different power systems are required for the vertical take-off state and the fixed-wing forward flight state, resulting in an increase in waste weight in both multi-rotor and fixed-wing modes. This makes it difficult to outperform helicopters of its size.

However, the transition process of traditional tilt-rotor aircraft is too long when switching modes, which causes the aircraft to stay in the non-linear control area for a long time, resulting in poor controllability and frequent accidents.

Therefore, how to provide a multi-rotor compound helicopter that can realize multi-mode flight and improve flight efficiency and maneuverability is an urgent problem to be solved in this field.

Contents of the invention

In view of this, the present invention provides a multi-rotor compound helicopter, which can realize the conversion between the helicopter mode and the fixed-wing flight mode, and has the high hovering efficiency of the helicopter, the large take-off load and the long range and high speed.

In order to achieve the above object, the present invention adopts the following technical solutions:

A multi-rotor compound helicopter, comprising a fuselage frame, a main rotor, a wing, a side rotor, a front rotor and a wing tilting mechanism;

The main rotor is installed directly above the fuselage frame;

the wing is connected to the fuselage frame by the wing tilt structure;

The end of the wing is correspondingly connected with the side rotor; the side rotor is used to provide pulling force and yaw control moment when flying forward in fixed wing mode; it is also used to provide upward lift when in helicopter mode;

The front rotor is installed on the head of the fuselage frame to provide pitch control torque, and provide upward lift in helicopter mode, or generate control torque by changing the rotational speed difference with the main rotor.

Further, the wing tilting mechanism includes a steering gear, a steering wheel sleeve, and a fixed base; a locking slot is provided on the fixing base, and the steering gear is fixed in the locking slot, and the steering gear The output ends on both sides of the machine are respectively fixedly connected to the inner wall of the corresponding steering wheel sleeve;

The fixed base is fixed inside the fuselage frame;

The root of the wing has a wing shaft; the wing shaft is fixedly inserted into the steering wheel sleeve.

Further, the front rotor changes the direction of the pulling force of the main rotor by providing a pitch control moment when the mode is switched, so as to improve the mode transition efficiency.

Further, the side rotor is also used to provide roll control torque through asymmetric rotation speed adjustment, provide yaw control torque with the asymmetrical tilt of the wing, and increase or decrease the rotation speed of itself and the main rotor The difference produces a yaw steering moment.

Further, after switching to the fixed-wing mode, the main rotor is also used to stop and automatically lock in a direction parallel to the fuselage to reduce drag.

Further, the front rotor and the side rotors on both sides of the fuselage frame are distributed symmetrically in a triangle with the center of mass of the fuselage frame as the center.

Further, the rotation direction of the front rotor and the side rotor is opposite to the rotation direction of the main rotor, so as to provide lift and offset the reaction torque of the main rotor in the helicopter mode

Further, canards are respectively arranged on both sides of the head of the fuselage frame, which are used to increase the lift force and move the aerodynamic focus of the whole machine forward when working in the fixed wing mode.

Further, the tail of the fuselage frame is provided with a horizontal empennage and a vertical empennage, and the two ends of the horizontal empennage are respectively connected to the vertical empennage, forming an H-shaped layout.

Further, front landing gear and rear landing gear are respectively provided on the front and rear sides of the bottom surface of the fuselage frame. A pitot tube is installed on the top of the fuselage frame, which is used to measure the airspeed of the fixed-wing modal flight of the aircraft. Beneficial effects of the present invention:

It can be seen from the above technical solutions that, compared with the prior art, the present invention provides a multi-rotor compound helicopter, which can realize the conversion between the helicopter mode and the fixed-wing flight mode, and has the high hovering efficiency of the helicopter, Large take-off load and long range and high speed of fixed-wing aircraft;

The invention has vertical take-off and landing capabilities and hovering capabilities that fixed-wing unmanned aerial vehicles do not have. It is not limited by location and can perform tasks without special airport runways. It also has good low-altitude and low-speed performance and can adapt to many obstacles. In the low-altitude environment of the city, after switching to the fixed-wing mode, it can also achieve high-speed level flight in the open suburbs.

Description of drawings

In order to more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the following will briefly introduce the drawings that need to be used in the description of the embodiments or the prior art. Obviously, the accompanying drawings in the following description are only It is an embodiment of the present invention, and those skilled in the art can also obtain other drawings according to the provided drawings without creative work.

Accompanying drawing of Fig. 1 is the structural representation of a kind of multi-rotor compound helicopter provided by the present invention;

Accompanying drawing of Fig. 2 is the structural representation of wing tilting mechanism among the present invention;

Fig. 3 accompanying drawing is the typical task section schematic diagram in the embodiment of the present invention;

Fig. 4 (a) accompanying drawing is the fixed-wing modal front view of a kind of multi-rotor compound helicopter provided by the present invention;

Fig. 4 (b) accompanying drawing is the fixed-wing modal side view of a kind of multi-rotor compound helicopter provided by the present invention;

Fig. 4 (c) accompanying drawing is the fixed-wing modal top view of a kind of multi-rotor compound helicopter provided by the present invention;

Fig. 5 (a) accompanying drawing is the helicopter modal front view of a kind of multi-rotor compound helicopter provided by the present invention;

Fig. 5 (b) accompanying drawing is the helicopter modal side view of a kind of multi-rotor compound helicopter provided by the present invention;

Fig. 5 (c) accompanying drawing is the helicopter modal top view of a kind of multi-rotor compound helicopter provided by the present invention;

Fig. 6 accompanying drawing is the schematic diagram of flight control method in the present invention;

Among them, 1-pitot tube, 2-front rotor, 3-canard, 4-nose landing gear, 5-fuselage frame; 6-wing tilting mechanism, 7-wing, 8-left rotor, 9 -rear landing gear, 10-vertical tail; 11-horizontal tail; 12-right rotor, 13-main rotor; 14-wing root, 15-fixed base, 16-wing shaft, 17-rudder disc sleeve, 18 - steering gear.

Detailed ways

The following will clearly and completely describe the technical solutions in the embodiments of the present invention with reference to the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only some, not all, embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by persons of ordinary skill in the art without making creative efforts belong to the protection scope of the present invention.

The embodiment of the present invention discloses a multi-rotor compound helicopter, comprising a fuselage frame 5, a main rotor 13, a wing 7, a side rotor, a front rotor 2 and a wing tilting mechanism 6;

The main rotor 13 is installed directly above the fuselage frame 5;

The wing 7 is connected to the fuselage frame 5 through the wing tilting structure 6;

The end of wing 7 is correspondingly connected with the side rotor; the side rotor is used to provide pulling force and yaw control moment when flying forward in fixed wing mode; it is also used to provide upward lift when in helicopter mode;

The front rotor 2 is mounted on the head of the fuselage frame 5 to provide pitching control torque, and provide upward lift in helicopter mode, or generate control torque by changing the rotational speed difference with the main rotor 13 . Wherein, the front portion of fuselage frame 5 is dug to be provided with duct, is used for installing front rotor 2.

Among them, the main rotor 13 is installed directly above the center of mass of the aircraft to provide lift in the helicopter mode; its propeller hub does not need to install any additional control systems such as cyclically variable pitch swashplates, flapping hinges, shimmy hinges, and variable pitch hinges. The attitude control is completely realized by the front rotor, the side rotor and the tilting wing. The main rotor has fewer parts and higher reliability; the main rotor 13 includes two blades, which can be directly driven by the motor (or fuel engine). For small unmanned The propeller blades can be fixed-pitch type, and the pulling force can be controlled by changing the motor speed. For medium-sized drones, the blades can be equipped with a lead-lag hinge system, and the periodic pitch can be realized by controlling the acceleration and deceleration of the motor in one rotation cycle. For large UAVs, the pitch variable hinge can be installed at the root of the blade, and the automatic tilter can be connected through a tie rod to realize periodic pitch variable control.

The wing 7 is used to generate lift in the level flight state, and can offset a part of the reaction torque of the main rotor 13 by asymmetrically deflecting the downwash of the main rotor 13 when the helicopter is hovering in mode.

The two side rotors can provide upward lift in helicopter mode, and can also provide roll control torque by asymmetrically adjusting the rotational speed, and can provide yaw control torque with the asymmetric tilt of the wing 7, and can also be increased by increasing the Or reduce the rotational speed difference between them and the main rotor 13 to generate yaw control moment. It provides pulling force when flying forward in fixed-wing mode, and can also provide yaw control torque by adjusting the speed.

In another embodiment, the wing tilting mechanism 6 includes a steering gear 18, a steering wheel sleeve 17, and a fixed base 15; The output ends on both sides of the machine 18 are respectively fixedly connected with the inner wall of the corresponding steering wheel sleeve 17; the fixed base 15 is fixed inside the fuselage frame 5; the root of the wing 7 has a wing shaft 16; the wing shaft 16 is fixedly connected to the rudder Inside the disk sleeve 17.

In another embodiment, the front rotor 2 and the side rotors on both sides of the fuselage frame 5 are symmetrically distributed in a triangle with the center of mass of the fuselage frame 5 as the center. The main rotor 13 does not need any swash plate and pitch-changing mechanism, and the attitude control in the hovering state is all completed by three small rotors, which simplifies the complexity of the mechanism and improves reliability. , The pitching and rolling moments provided are also larger than the way of manipulating the main rotor tilt 13, the controllability is higher, and the wind resistance is better.

In another embodiment, the front rotor 2 changes the pulling force direction of the main rotor 13 by providing pitch control torque when the mode is switched, so as to improve the mode transition efficiency. The specific steps include: when the helicopter mode transitions to the fixed-wing mode, the aircraft first lowers its head and tilts forward, uses the pull force of the main rotor 13 to accelerate, and at the same time, the wings 7 on both sides quickly tilt forward and switch to the fixed-wing mode to reach the set air condition. After the speed, the main rotor 13 stalls. When transitioning from the fixed-wing mode to the helicopter mode, the aircraft first raises its head and starts the main rotor 13 to slow down, and the wings 7 on both sides quickly tilt backwards to switch to the helicopter mode, and enter the hovering state after the forward flight speed drops to 0.

In another embodiment, canards 3 are respectively provided on both sides of the head of the fuselage frame 5 to increase the lift force and move the aerodynamic focus of the whole machine forward when working in a fixed wing mode. A pair of canards 3 are used to provide a certain lift force during level flight and then pull the fixed-wing mode aerodynamic focus forward, improving the static pitch stability of the UAV during level flight.

In another embodiment, the tail of the fuselage frame 5 is provided with a horizontal empennage 11 and a vertical empennage 10, and the two ends of the horizontal empennage 11 are respectively connected with the vertical empennage 10, forming an H-shaped layout. There is no rudder installed on the vertical tail 10, and only the vertical stabilizer is provided to increase the static stability of the heading when flying in fixed-wing mode. The H-shaped layout formed with the horizontal tail 11 mainly provides a horizontal stabilizer to increase the static stability of the fixed-wing mode when flying. longitudinal static stability.

In another embodiment, a front landing gear 4 and a rear landing gear 9 are respectively provided on the front and rear sides of the bottom surface of the fuselage frame 5 . The front and rear landing gears are four-point, with a shock-absorbing structure and a large support area, which can ensure sufficient stability when the UAV lands vertically and touches the ground.

In another embodiment, a pitot tube 1 is installed on the top of the fuselage frame 5 for measuring the airspeed of the aircraft in fixed-wing modal flight. Among them, the measured airspeed is fed back to the flight control system to obtain flight status information for precise flight control.

As shown in Fig. 3, Fig. 4 (a)-(c) and Fig. 5 (a)-(c), the flight principle of the present invention is described in conjunction with the typical task profile:

The present invention has two flight modes of helicopter and fixed wing, and the wing tilts upward during the take-off stage, and the two side rotors, the front rotor 2 and the main rotor 13 together generate upward lift, and the unmanned aerial vehicle takes off vertically in the helicopter mode, reaches After the specified height, the aircraft can be accelerated by adjusting the attitude forward. At this time, the UAV still maintains the control mode of the helicopter mode. After reaching the transition speed, the wings 7 on both sides begin to tilt forward rapidly, and the main rotor 13 also starts When the speed is reduced, the UAV transitions to the fixed-wing mode in a short period of time, and then accelerates slightly to reach the cruising level flight speed. The main rotor 13 stops completely and automatically locks in the feathered position parallel to the fuselage. Low resistance level flight cruise in fixed wing mode. When the UAV needs to perform the task of hovering or needs to land vertically, the wings 7 on both sides can be quickly tilted upwards, and at the same time, the attitude of the body is adjusted to tilt backwards, and the main rotor 13 starts and rotates at an accelerated rate, providing a reverse pull for deceleration At the same time, a part of lift is also generated. As the wings quickly tilted to the vertical state, the main rotor 13 and the three small rotors began to bear the lift of the whole machine, and the UAV completely transitioned to the helicopter mode hovering flight, and then it could choose to land vertically or again according to the mission requirements. Transition from level flight to fixed wing mode.

As shown in Figure 6, for different flight modes, the control method of the present invention is as follows:

Helicopter mode: The flight control algorithm of helicopter mode adopts PID control similar to multi-rotor; the operating state in helicopter mode, such as position information and attitude information, is obtained through navigator and sensors; position control is performed by receiving ground control commands, Calculate the expected position and attitude through the rigid body kinematics model to obtain the expected velocity and angular velocity. Calculate the expected velocity and angular velocity by the rigid body dynamics model to obtain the expected pulling force and moment, and generate the expected rotor through the control distribution model The speed is finally controlled by generating the accelerator command through the power unit model.

Fixed-wing mode: use total energy control for attitude control and L1 guidance law for position control. Transition Mode: A model-free control algorithm based on reinforcement learning to deal with nonlinear aerodynamics.

The manipulation mode under the different states of the present invention is as follows:

1. Fixed-wing level flight status:

(1) Pitch control in level flight: pitch control in level flight is mainly realized by increasing or decreasing the pulling force of the front propeller. Increase the speed of the propeller of the front rotor 2 so that the pulling force T3 generated increases, and the UAV will raise its head, otherwise, it will lower its head.

(2) Rolling control in level flight: Rolling control in level flight is mainly achieved by changing the inclination angles of the wings 7 on the left and right sides to generate asymmetric lift. If the left wing tilts up to increase the angle of attack, the lift L1 of the left wing increases, and the right wing tilts down, so that the lift L2 of the right wing decreases, and the aircraft rolls to the right.

(3) Level flight yaw control: level flight yaw control is mainly realized by changing the tension difference of the propellers on both sides. If the rotation speed of the right rotor 12 is increased, the pulling force T1 of the right rotor 12 increases, and the rotation speed of the left side is reduced, so that the pulling force T2 of the left rotor 8 decreases, the UAV will yaw to the left, otherwise, it will yaw to the right.

2. Helicopter hovering state:

(1) Hovering and pitching control: Hovering and pitching control is mainly realized by increasing or decreasing the tension difference between the front and rear three propellers of the trirotor. For example, reducing the speed of the propellers at both ends of the wing makes T1 and T2 decrease, increasing the speed of the front rotor 2 makes T3 increase, and the aircraft heads up.

(2) Hover and roll control: It is mainly realized by changing the pull difference of the small rotors at the two wingtips. If the rotor speed of the right wing tip is increased, T1 increases, and the rotor speed of the left wing tip is decreased, so that T2 decreases, and the aircraft can roll to the left.

(3) The hovering yaw control is mainly realized by changing the rotational speeds of the three small rotors and the main rotor 13, and a part of the yaw moment can also be generated by the asymmetrical tilting of the wings. If the rotating speed of the main rotor 13 is increased and the rotating speeds of the three small rotors are reduced, the aircraft can yaw counterclockwise while keeping the total lift unchanged. Or the right wing is tilted backward and the left wing is tilted forward, and the projection of T1 and T2 on the horizontal plane can make the aircraft yaw clockwise.

When the present invention is hovering, the wings are tilted upwards, and the reaction torque generated by the three small rotors can offset the reaction torque generated by a part of the large rotors. At the same time, the three small rotors can also generate upward lift, which avoids the power caused by the installation of the tail rotor. waste. Moreover, the tail rotor can only operate the yaw of the helicopter mode, and the three small rotors in the present invention can provide three degrees of freedom control moments of all flight modes, which is equivalent to eliminating the rotor pitch change mechanism in disguise, and the fixed-wing aerodynamic rudder A large number of parts such as surface and steering gear save a lot of weight. After turning into level flight, the three small rotors can still provide the control moment and propulsion of the airframe, without rudder surface, which reduces the redundant weight of the control system. After completely transitioning to the forward flight state, the large rotor stops and feathers automatically, and all the lift is provided by the wings, which avoids the loss of lift caused by the shock wave of the forward blades and the stall of the backward blades when the rotor is flying forward.

The present invention can carry out acceleration and deceleration forward flight in pure helicopter mode, and can perform wing tilting transition after reaching or approaching the entry speed of the fixed-wing mode or directly open the main rotor 13 to enter the helicopter mode in the fixed-wing mode , the transition time can be greatly shortened compared with ordinary tilt-rotor and tilt-wing aircraft, which avoids the problems that the transition state nonlinear aerodynamic force is difficult to predict and the control system is difficult to stabilize.

Compared with traditional single-rotor helicopters, the present invention does not require tail rotor to consume power, does not need to design a slender tail beam, the weight of the transmission system is also reduced, the fuselage can be designed more compact, and the yaw control torque is not much reduced. It is still possible to provide a huge yaw moment by tilting the wings, and adjusting the speed difference between the trirotor and the main rotor 13 can also provide a part for maintaining balance in low wind speed conditions. Compared with the dual-rotor tilting aircraft (such as the Osprey V22), the present invention uses high-speed small propellers when flying forward, and the area ratio of the inner ring regurgitation area is smaller than that of the slow-speed large propellers of the tilting rotor, so the forward flight efficiency is higher . In addition, in the transition state, the present invention can rely on the main rotor 13 to provide a part of the lift, and the tilting process can be realized quickly, avoiding the aircraft being in the non-linear control area for a long time. Compared with the X3 high-speed helicopter of Eurocopter, the wing of the present invention can be tilted, and the downwash flow of the main rotor 13 can not be blocked in the hovering state, so the lift loss is small. Compared with the coaxial helicopter, the configuration main rotor 13 proposed by the present invention does not need any swash plate and pitch-changing mechanism, and the attitude control in the hovering state is all completed by three small rotors, which simplifies the complexity of the mechanism and improves the reliability. Simultaneously, because the positions of the three small rotors are farther away from the center of gravity, the pitching and rolling moments provided are also larger than the way of manipulating the main rotor 13 to tilt, with higher controllability and better wind resistance. In addition, when flying forward at high speed, the coaxial dual-rotors will generate resistance even exceeding 50% of the total machine resistance due to the very high hub (in order to prevent paddle beating), and the present invention does not need to tilt the main rotor 13. The rotor 13 can be made closer to the fuselage, and the hub can be designed to be very short, so that the resistance will naturally be reduced a lot when flying forward. Compared with the multi-rotor-fixed-wing composite UAV, the present invention is more efficient when hovering. Since the huge main rotor 13 limit state can provide a large pulling force, the payload of the aircraft can reach the same weight as the fuselage. , can adapt to heavy cargo transportation. And this machine can feather the main rotor 13 again to achieve the purpose of reducing drag after turning into the level flight state, and the efficiency of the forward flight is not inferior to the multi-rotor-fixed-wing compound UAV.

Each embodiment in this specification is described in a progressive manner, each embodiment focuses on the difference from other embodiments, and the same and similar parts of each embodiment can be referred to each other. As for the device disclosed in the embodiment, since it corresponds to the method disclosed in the embodiment, the description is relatively simple, and for the related information, please refer to the description of the method part.

The above description of the disclosed embodiments is provided to enable any person skilled in the art to make or use the invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the invention. Therefore, the present invention will not be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims (10)

1. A multi-rotor combined helicopter is characterized by comprising a fuselage frame, a main rotor, wings, side rotors, a front rotor and a wing tilting mechanism;

the main rotor wing is arranged right above the fuselage frame;

the wing is connected to the fuselage frame through the wing tilting structure;

the tail ends of the wings are correspondingly connected with the side rotor wings; the side rotor wing is used for providing tension and yaw control moment when the fixed wing flies forwards in a mode of a fixed wing; also for providing upward lift in helicopter mode;

the front rotor is mounted to the head of the fuselage frame for providing a pitching maneuvering torque and providing upward lift in helicopter mode or creating a maneuvering torque by varying the difference in rotational speed with the main rotor.

2. The rotary wing composite helicopter of claim 1, wherein said wing tilt mechanism comprises a steering engine, a rudder disk sleeve and a fixed base; a clamping groove is formed in the fixed base, the steering engine is fixed in the clamping groove, and output ends on two sides of the steering engine are fixedly connected with the inner wall of the corresponding steering wheel sleeve respectively;

the fixed base is fixed inside the machine body frame;

the root part of the wing is provided with a wing rotating shaft; the wing rotating shaft is fixedly connected into the rudder disk sleeve.

3. The rotary wing helicopter of claim 1, wherein said rotor changes said main rotor pull direction by providing a pitch steering torque during mode switching for increasing mode transition speed.

4. The rotary wing helicopter of claim 1, wherein the side rotors are further configured to provide a roll handling torque by asymmetric speed adjustment, a yaw handling torque in cooperation with asymmetric tilting of the wing, and a yaw handling torque by increasing or decreasing the difference in rotational speed between itself and the main rotor.

5. The rotary wing helicopter of claim 1, wherein said main rotor is further configured to stall and automatically lock in a direction parallel to the fuselage upon switching to fixed wing mode.

6. The multi-rotor compound helicopter of claim 1, wherein the front rotors and the side rotors on both sides of the fuselage frame are distributed symmetrically in a triangle centered around the center of mass of the fuselage frame.

7. The multi-rotor compound helicopter of claim 1, wherein the rotation direction of said front rotor and said side rotors is opposite to the rotation direction of said main rotor for providing lift and counteracting reactive torque of said main rotor during helicopter mode.

8. The multi-rotor compound helicopter of claim 1, wherein canard wings are provided on each side of the fuselage frame head for increasing lift and moving the full aerodynamic focus forward when operating in the fixed wing mode.

9. The multi-rotor composite helicopter of claim 1, wherein the tail of the fuselage frame is provided with a horizontal tail and a vertical tail, and the two ends of the horizontal tail are respectively connected with the vertical tails to form an H-shaped layout.

10. The multi-rotor compound helicopter of claim 1, wherein a front landing gear and a rear landing gear are respectively disposed on the front and rear sides of the bottom surface of the fuselage frame. Airspeed tube is installed on fuselage frame top for airspeed when measuring machine stationary vane mode flight.

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