Rotor cant is simulated on an SUI Endurance quadcopter. Two types of rotor cant, flapwise and torsional cant, are defined, and multirotor coordinates are used to define four aircraft-level modes of cant for each type. Collective flapwise cant causes an increase in collective control and power required, and a positive correlation exists between collective flapwise cant and pitch control. It also causes the longitudinal and lateral poles to retreat from the origin. Postive longitudinal flapwise and negative lateral torsional cant cause a reduction in nose-down attitude in forward flight, reducing drag and negative lift on the fuselage by 13% and 31% at 15 m/s, which reduces power required by 6% while increasing hover power by only 0.5%. Lateral flapwise cant and longitudinal torsional cant affect the roll attitude, though no power savings is available. Differential flapwise cant causes forward speed to impose a net rolling moment, which is compensated by roll control. Differential torsional cant is positively correlated with roll control. Both differential cant modes cause some poles to move toward the origin while others move away, but differential torsional cant can increase yaw authority by up to 325%.
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机译：转子倾斜是在SUI Endurance四轴飞行器上模拟的。定义了两种类型的旋翼倾斜，即襟翼倾斜和扭转倾斜，多旋翼坐标用于为每种类型定义四种飞机级倾斜模式。集体襟翼倾斜导致集体控制和所需功率的增加，并且集体襟翼倾斜与俯仰控制之间存在正相关。这也会导致纵向和横向极点从原点后退。纵向纵向襟翼和负侧向扭转倾斜可降低前向飞行时机头朝下的姿态，从而在15 m / s时将机身上的阻力和负升力降低13％和31％，这将所需动力降低了6％，同时增加了悬停功率仅降低0.5％。侧向襟翼倾斜和纵向扭转倾斜会影响侧倾姿态，尽管无法节省功率。差速襟翼倾斜导致前进速度强加净侧倾力矩，该净侧倾力矩由侧倾控制补偿。差动扭转倾斜度与侧倾控制呈正相关。两种不同的倾斜方式都会使某些极点移向原点，而另一些则向远处移动，但是不同的扭转倾斜方式可以使偏航角最大增加325％。
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